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FROM    JAMES    D.    HART^S 


COLLECTION  OF  BOOKS 
CONCERNING  RICHARD 
HENRY  DANA,  JUNIOR 


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SEAMAN'S-  FRIEND; 


C  ONTAI  NINO 


A    TREATISE    ON    PRACTICAL*  SEAMANSHIP, 
WITH  PLATES, 

A  DICTIONARY  OF  SEA  TERMS  5 

CUSTOMS  AND  USAGES  OF  THE  MERCHANT 
SERVICE  5 

LAWS  RELATING  TO  THE  PRACTICAL  DUTIES  OF 
MASTER  AND  MARINERS. 


BY  R.  H.  DANA,  JR., 

AUTHOR  OF  "TWO  YEARS  BEFORE  THE  MAST.' 


FIFTH  EDITION. 


BOSTON : 

PUBLISHED  BY  THOMAS   GROOM. 
1847. 


Entered,  according  to  Act  of  Congress,  in  the  year  1841, 

By    R.    H.    DANA3    JR., 
in  the  Clerk's  Office  of  the  District  Court  of  Massachusetts. 


STEREOTYPED    BY 

GEO.  A.  &  J.  CURTIS, 

NEW-ENGLAND  TYPE  AND  STEREOTYPE  FOUNDRY, 


To  all  sea-faring  persons,  and  especially  to  those  commenc- 
ing the  sea  life ;  —  to  owners  and  insurers  of  vessels  ;  —  to 
judges  and  practitioners  in  maritime  law;  —  and  to  all  per- 
sons interested  in  acquainting  themselves  with  the  laws, 
customs,  and  duties  of  Seamen ;  —  this  work  is  respectfully 

dedicated  by 

THE   AUTHOR. 


CONTENTS. 


PART  I. 

A  PLAIN  TREATISE  ON  PRACTICAL  SEAMANSHIP. 

CHAP.  I. — GENERAL  RULES  AND  OBSERVATIONS,  pages  13 — 18. 

Construction  of  vessels,  13.  Tonnage  and  carriage  of  merchant 
vessels,  14.  Proportions  of  spars,  14.  Placing  the  masts,  16. 
Size  of  anchors  and  cables,  16.  Lead-lines,  17.  Log-line,  17. 
Ballast  and  lading,  18. 

CHAP.  II. — CUTTING  AND  FITTING  STANDING  RIGGING,  19 — 25. 

Cutting  lower  rigging,  19.  Fitting  lower  rigging,  20.  Cutting 
and  fitting  topmast  rigging,  21.  Jib,  topgallant  and  royal  rig- 
ging, 21.  Ratling,  23.  Standing  rigging  of  the  yards,  23. 
Breast-backstays,  25. 

CHAP.  III. — FITTING  AND  REEVING  RUNNING  RIGGING,  26 — 29. 

To  reeve  a  brace,  26.  Fore,  main,  and  cross-jack  braces,  26. 
Fore  and  main  topsail  braces,  26.  Mizzen  topsail  braces,  27. 
Fore,  main,  and  mizzen  topgallant  and  royal  braces,  27.  Hal- 
yards, 27.  Spanker  brails,  28.  Tacks,  sheets,  and  clewlines, 
28.  Reef-tackles,  clewgarnets,  buntlines,  leechlines,  bowlines, 
and  slablines,  29. 

CHAP.  IV.— To  RIG  MASTS  AND  YARDS,  30—36. 

Taking  in  lower  masts  and  bowsprit,  30.  To  rig  a  bowsprit, 
31.  To  get  the  tops  over  the  mast-heads,  31.  To  send  up  a 
topmast,  31.  To  get  on  a  topmast  cap,  32.  To  rig  out  a  jib- 
boom,  32.  To  cross  a  lower  yard,  33.  To  cross  a  topsail 
yard,  33.  To  send  up  a  topgallant  mast,  34.  Long,  short, 
and  stump  topgallant  masts,  34.  To  rig  out  a  flying  jib-boom, 
34.  To  cross  a  topgallant  yard,  35.  To  cross  a  royal  yard,  35. 
Sky  sail  yards,  35. 

CHAP.  V.— To  SEND  DOWN  MASTS  AND  YARDS,  36—38. 

To  send  down  a  royal  yard,  36.  To  send  down  a  topgallant 
yard,  37.  To  send  down  a  topgallant  mast,  37.  To  house  a 
topgallant  mast,  37.  To  send  down  a  topmast,  37.  To  rig  in 
a  jib-boom,  38. 

CHAP.  VI. — BENDING  AND  UNBENDING  SAILS,  38—42. 

To  bend  a  course,  38.  To  bend  a  topsail  by  the  halyards,  39  ; — 
by  the  buntlines,  40.  To  bend  topgallant  sails  and  royals,  40. 
To  bend  a  jib,  40.  To  bend  a  spanker,  41.  To  bend  a  spen- 
cer, 41.  To  unbend  a  course,  41.  To  unbend  a  topsail,  41. 


CONTENTS.  V 

To  unbend  a  topgallant  sail  or  royal,  41 .  To  unbend  a  jib,  41 . 
To  send  down  a  topsail  or  course  in  a  gale  of  wind,  42.  To 
bend  a  topsail  in  a  gale  of  wind,  42.  To  bend  one  topsail  or 
course  and  send  down  the  other  at  the  same  time,  42. 

CHAP.  VII. — WORK  UPON  RIGGING.     ROPE,  KNOTS,  SPLICES,  BENDS, 

HITCHES,  43 — 53. 

Yarns,  strands,  43.  Kinds  of  rope — cable-laid,  hawser-laid,  43. 
Spunyarn,  44.  Worming,  parcelling,  and  service,  44.  Short 
splice,  44.  Long  splice,  45.  Eye  splice,  45.  Flemish  eye,  45. 
Artificial  eye,  46.  Cut  splice,  46.  Grommet,  46.  Single  and 
double  walls,  46.  Matthew  Walker,  47.  Single  and  double 
diamonds,  47.  Spritsail  sheet  knot,  47.  Stopper  knot,  47 
Shroud  and  French  shroud  knots,  48.  Buoy-rope  knot,  48. 
Turk's  head,  48.  Two  half-hitches,  clove  "hitch,  overhand 
knot,  and  figure-of-eight,  48.  Standing  and  running  bowlines, 
and  bowline  upon  a  bight,  49.  Square  knot,  49.  Timber 
hitch,  rolling  hitch,  and  blackwall  hitch,  49.  Cat's  paw,  50. 
Sheet  bend,  fisherman's  bend,  carrick  bend,  and  bowline  bend, 
50.  Sheep-shank,  50.  Selvagee,  50.  Marlinspike  hitch,  50. 
To  pass  a  round  seizing,  51.  Throat  seizing,  51.  Stopping 
and  nippering,  51.  Pointing,  51.  Snaking  and  grafting,  52. 
Foxes,  Spanish  foxes,  sennit,  French  sennit,  gaskets,  52. 
To  bend  a  buoy-rope,  62.  To  pass  a  shear-lashing,  52. 

CHAP.  VIII. — BLOCKS  AND  PURCHASES,  53—55. 

Parts  of  a  block,  made  and  morticed  blocks,  53.  Bull's-eye, 
dead-eye,  sister-block,  53.  Snatch-block,  tail-blocks,  54. 
Tackles — whip,  gun-tackle,  luff-tackle,  luff-upon-luff,  runner- 
tackle,  watch-tackle,  tail-tackle,  and  burtons,  54. 

CHAP.  IX. — MAKING  AND  TAKING  IN  SAIL,  55 — 67. 

To  loose  a  sail,  55.  To  set  a  course,  55.  To  set  a  topsail,  56. 
To  set  a  topgallant  sail  or  royal,  56.  To  set  a  skysail,  56. 
To  set  a  jib,  flying  jib,  or  fore  topmast  staysail,  56.  To  set  a 
spanker,  57.  To  set  a  spencer,  57.  To  take  in  a  course,  57. 
To  take  in  a  topsail,  57.  To  take  in  a  topgallant  sail  or 
royal,  58.  To  taKe  in  a  skysail,  58.  To  take  in  a  jib,  58. 
To  take  in  a  spanker,  58.  To  furl  a  royal,  59.  To  furl  a  top- 
gallant sail,  60.  To  furl  a  topsail  or  course,  60.  To  furl  a 
jib,  60.  To  stow  a  jib  in  cloth,  61.  To  reef  a  topsail,  61. 
To  reef  a  course,  62.  To  turn  out  reefs,  63.  To  set  a  topgal- 
lant studdingsail,  63.  To  take  in  a  topgallant  studdingsail, 
64.  To  set  a  topmast  studdingsail,  65.  To  take  in  a  topmast 
studdingsail,  66.  To  set  a  lower  studdingsail,  66.  To  take 
in  a  lower  studdingsail,  67. 

CHAP.  X. — GENERAL  PRINCIPLES  OF  WORKING  A  SHIP,  68 — 71. 

Action  of  the  water  upon  the  rudder;  headway,  sternway,  68. 
Action  of  the  wind  upon  the  sails ;  head  sails,  after  sails,  69. 
Centre  of  gravity  or  rotation,  70.  Turning  a  ship  to  or  from 
the  wind,  70. 

CHAP.  XI.— TACKING,  WEARING,  BOXING,  A,  71—77. 

To  tack  a  ship,  71 .  To  tack  without  fore-reaching,  73.  Tack- 
ing against  a  heavy  head  sea,  73.  Tacking  by  hauling  off  all, 

73.  To  trim  the  yards  when  close-hauled,  73.     Missing  stays, 

74.  Wearing,  74.     To  wear  under  courses,  under  a  mainsail, 
under  bare   poles,   75.     Box-hauling,   75.      Short-round,   76. 

1* 


VI  CONTENTS. 

Club-hauling,  76.  Drifting  in  a  tide  way,  76.  Backing  and 
filling  in  a  tide -way,  77.  Clubbing  in  a  tide-way,  77. 

CHAP.  XII. — GALES  OF  WIND,  LYING-TO,  GETTING  ABACK,  BY  THE 

LEE,  &c.,  78—81. 

Lying-to,  78.  Scudding,  79.  To  heave-to  after  scudding,  79. 
Taken  aback,  79.  Chappelling.  80.  Broaching-to,  80.  Brought 
by  the  lee,  80. 

CHAP.  XIII.— ACCIDENTS,  81—84. 

On  beam-ends,  81.  Losing  a  rudder,  82.  A  squall,  83.  A 
man  overboard,  83.  Collision,  84. 

CHAP.  XIV. — HEAVING-TO  BY  COUNTER-BRACING,  SPEAKING,  SOUND- 
ING, HEAVING  THE  LOG,  84 — 87. 

Counter-bracing,  84.  Speaking,  85.  Sounding,  85.  Heaving 
the  log,  86. 

CHAP.  XV.— COMING  TO  ANCHOR,  87—90. 

Getting  ready  for  port,  87.  Mooring,  88.  A  flying  moor,  89. 
Clearing  hawse,  89.  To  anchor  with  a  slip-rope,  89.  To  slip 
a  cable,  90.  Coming-to  at  a  slipped  cable,  90. 

CHAP.  XVI.— GETTING  UNDER  WAY,  91—95. 

Unmoor,  91 .  To  get  under  way  from  a  single  anchor,  91 .  To 
cat  and  fish  an  anchor,  92.  To  get  under  way  with  the  wind 
blowing  directly  out  and  riding  head  to  it,  92.  To  get  under 
way,  riding  head  to  the  wind,  with  a  rock  or  shoal  close  astern, 
93.  To  get  under  way  riding  head  to  wind  and  tide,  and  to 
stand  out  close-hauled,  93.  To  get  under  way  wind-rode,  with 
a  weather  tide,  94.  To  get  under  way  tide-rode,  casting  to 
windward,  94,  To  get  under  way  tide-rode,  wearing  round,  94. 


A  DICTIONARY  OF  SEA  TERMS,  96—130. 


PART  II. 

CUSTOMS  AND  USAGES  OF  THE  MERCHANT 
SERVICE. 

CHAP.  I.— THE  MASTER,  131—138. 

Beginning  of  the  voyage,  131.  Shipping  the  crew,  132.  Out- 
fit, pro  visions3  132.  Watches,  133.  Navigation,  134.  Log- 
book, observations,  134.  Working  ship,  135.  Day's  work, 
136.  Discipline,  137. 

CHAP.  II.— THE  CniJfr  MATE,  138—146. 

Care  of  rigging  and  ship's  furniture,  138.  Day's  work,  139. 
'  Working  ship,  139.  Getting  under  way,  139.  Coining  to 
anchor,  140.  Reefing  and  furling,  140.  Duties  in  port,  ac- 
count of  cargo,  stowage,  141.  Station,  watch,  and  all-hands 
duties,  142.  Log-book,  navigation,  145. 


CONTENTS.  Vll 

CHAP.  III.— SECOND  AND  THIRD  MATES,  146—153. 

SECOND  MATE. — Navigation,  146.  Station ;  watch  duties,  147. 
Day's  work,  147,  149.  Working  ship,  148,  150.  Reefing, 
furling,  and  duties  aloft,  14$.  Care  of  ship's  furniture,  151. 
Stores,  151.  Duties  in  port,  152.  THIRD  MATE,  152,  153. 

CHAP.  IV. — CARPENTER,  COOK,  STEWARD,  &c.,  153 — 158. 

CARPENTER. — Working  ship,  153.  Seaman's  work,  helm, 
duty  aloft,  station,  154.  Work  at  his  trade,  154.  Berth  and 
mess,  154.  Standing  watch,  154.  SAILMAKER  155.  STEW- 
ARD.— Duty  in  passenger-ships,  156.  In  other  vessels,  156. 
Relation  to  master  and  mate  ;  duty  aloft  and  about  decks ;  work- 
ing ship,  156.  COOK. — Berth,  watch  and  all-hands  duty  ;  care 
of  galley;  duty  aloft,  157.  IDLERS,  157. 

CHAP  V.— ABLE  SEAMEN,  158—163. 

Grades,  158.  Rating,  158.  Requisites  of  an  able  seaman, 
159.  Hand,  reef,  and  steer,  159.  Work  upon  rigging,  160. 
Sailmaking,  160.  Day's  work,  160.  Working  ship  ;  reefing ; 
furling,  161.  Watch  duty,  162.  Coasters  and  small  vessels, 
162. 

CHAP.  VI.— ORDINARY  SEAMEN,  163—165. 

Requisites,  163.  Hand,  reef,  and  steer;  loose,  furl,  and  set 
sails;  reeve  rigging,  163.  Work  upon  rigging,  164.  Watch 
duty,  164. 

CHAP.  VII.— BOYS,  165—167. 

Requisites,  wages,  165.  Day's  work  ;  working  ship ;  duties 
aloft  and  about  decks,  166. 

CHAP.  VIIL— MISCELLANEOUS,  167—174. 

Watches,  167.  Calling  the  watch,  168.  Bells,  169.  Helm 
170.  Answering,  171,  (at  helm,  170.)  Discipline,  172.  Sta 
tions,  173.  Food,  sleep,  &c.,  173. 


PART    III. 

LAWS  RELATING  TO  THE  PRACTICAL  DUTIES  OF 
MASTER  AND  MARINERS. 

CHAP.  I.— THE  VESSEL,  pages  175—179. 

Title,  175.  Registry,  enrolment  and  license,  175.  Certificate 
of  registry  or  enrolment,  177.  Passport,  177.  Sea  letter,  list 
of  crew,  bill  of  health,  clearance,  manifest,  invoice,  bill  of 
lading,  charter-party,  log-book,  list  9f  passengers  and  crew, 
list  of  sea-stores,  178.  Medicine-chest,  178.  National  char- 
acter of  crew,  178.  Provisions,  178.  Passengers,  179. 

CHAP.  II. — MASTER'S  RELATION  TO  VESSEL  AND  CARGO,  179 — 187. 

Revenue  duties  and  obligations,  179.  List  of  crew,  179. 
Certified  copy,  180.  Certified  copy  of  shipping  articles,  180. 


Vili  CONTENTS. 

Sea-letter,  passport,  list  of  passengers,  manifest,  sea-stores, 
180,  181.  Unloading,  180,  181.  Post-office,  181.  Forfeit- 
ures, 180,  181,  182.  Report,  182.  Coasting  license,  182. 
Power  to  sell  and  pledge,  182.  Keeping  and  delivering  cargo, 
185.  Deviation,  185.  Collision,  186.  Pilot,  187.  Wages 
and  advances,  187. 

CHAP.   III. — MASTER'S  RELATION   TO   PASSENGERS   AND   OFFICERS, 
187,  188. 

Treatment  of  passengers,  187.     Removal  of  officers,  188. 
CHAP.  IV.— MASTER'S  RELATION  TO  THE  CREW,  189—195. 

Shipment,    189.      Shipping  articles,   189.       Discharge,   190. 

Imprisonment,  191.     Punishment,  192.     Power  of  consuls  as 

to  punishment,  192,  193,  194. 

CHAP.  V.— PASSENGERS,  195,  196. 

Provisions,  195.  Treatment,  195.  Passage-money,  196. 
Deportment,  196.  Services,  196. 

CHAP.  VI.— MATES  AND  SUBORDINATES,  197—201. 

Mates  included  in  'crew,'  197.  Removal,  197.  Succession, 
198.  Log-book;  wages;  sickness,  198.  Punishment,  199. 
Subordinates,  200.  Pilots,  200. 

CHAP.  VII.— SEAMEN.     SHIPPING  CONTRACT,  201—203. 

Shipping  contract,  201.  Erasures  and  interlineations,  202. 
Unusual  stipulations,  202.  Violation  of  contract,  202. 

CHAP.  VIII.— SEAMEN— CONTINUED,  204—206. 

Rendering  on  board,  204.  Refusal  to  proceed,  204.  Desertion 
or  absence  during  the  voyage,  205.  Discharge,  206. 

CHAP.  IX.— SEAMEN— CONTINUED,  207—210. 

Provisions,  207.  Sickness,  medicine-chest,  208.  Hospital 
money,  209.  Relief  in  foreign  ports,  209.  Protection,  210. 

CHAP.  X. — SEAMEN — CONTINUED,  210 — 214. 

Punishment,  210.  Revolt  and  mutiny,  211.  Embezzlement, 
213.  Piracy,  214. 

CHAP.  XI.— SEAMEN'S  WAGES,  214—220. 

Wages  affected  by  desertion  or  absence,  214  ; — by  misconduct, 
216; — by  imprisonment,  217; — by  capture,  218; — by  loss  of 
vessel  or  interruption  of  voyage,  218.  Wages  on  an  illegal 
voyage,  220. 

CHAP.  XII.— SEAMEN— CONCLUDED,  220—223. 

Recovery  of  wages,  220.  Remedies,  221.  Time  for  com- 
mencing suits,  222.  Interest  on  wages,  222.  Salvage,  222. 


PLATE  I. 
THE  SPARS  AND  RIGGING  OP  A  SHIP. 


INDEX     OF     REFERENC 

1  Head.                             I 

46  Mizzen  top. 

2  Head-boards. 

47  Mizzenmast  cap. 

3  Stem. 

48  Mizzen   topmast  cross- 

4  Bows. 

trees. 

5  Forecastle. 

49  Fore  yard. 

6  Waist. 

50  Fore  topsail  yard. 

7  Quarter-deck. 

51  Fore  topgallant  yard. 

8  Gangway. 

52  Fore  royal  yard. 

9  Counter. 

53  Main  yard. 

10  Stern. 

54  Main  topsail  yard. 

11  Tafferel. 

55  Main  topgallant  yard. 

12  Fore  chains. 

56  Main  royal  yard. 

13  Main  chains. 

57  Cross-jack  yard. 

14  Mizzen  chains. 

58  Mizzen  topsail  yard. 

15  Bowsprit. 
16  Jib-boom. 

59  Mizzen  topgallant  yard. 
60  Mizzen  royal  yard. 

17  Flying  jib-boom. 

61  Fore  truck. 

18  Spritsail  yard. 

62  Main  truck. 

19  Martingale. 

63  Mizzen  truck. 

20  Bowsprit  cap. 

64  Fore  stay. 

21  Foremast. 

65  Fore  topmast  stav. 

22  Fore  topmast. 

66  Jib  stay. 

23  Fore  topgallant  mast. 

67  Fore  topgallant  stay. 

24  Fore  royal  mast. 

70  Fore  skysail  stay. 

25  Fore  skysail  mast. 

71  Jib  guys. 

26  Main  mast. 

72  Flying-jib  guys. 

27  Main  topmast. 

73  Fore  lifts. 

28  Main  topgallant  mast. 

74  Fore  braces. 

29  Main  royal  mast. 

75  Fore  topsail  lifts. 

30  Main  skysail  mast. 
-31  Mizzen  mast. 

76  Fore  topsail  braces. 
77  Fore  topgallant  lifts. 

32  Mizzen  topmast. 

78  Fore  topgallant  braces. 

33  Mizzen  topgallant  mast. 

79  Fore  royal  lifts. 

34  Mizzen  royal  mast. 

80  Fore  royal  braces. 

35  Mizzen  skysail  mast. 

81  Fore  rigging. 

36  Fore  spencer  gaff. 

82  Fore  topmast  rigging. 

37  Main  spencer  gaff. 
33  Spanker  gaff. 

83  Fore  topgallant  shrouds. 
84  Fore  topmast  backstays. 

39  Spanker  boom. 

85  Fore    topgallant    back- 

40 Fore  top. 

stays. 

41  Foremast  cap. 

86  Fore  royal  backstays. 

42  Fore  topmast  cross-trees 

87  Main  stay. 

43  Main  top. 

88  Main  topmast  stay. 

44  Mainmast  cap. 
45  Main    topmast     cross- 
trees. 

89  Main  topgallant  stay. 
90  Main  royal  stay. 
91  Main  lifts. 

68  Flying-jib  stay. 

69  P'ore  royal  stay. 

92  Main  braces. 

93  Main  topsail  lifts. 

94  Main  topsail  braces. 

95  Main  topgallant  lifts. 

96  Main  topgallant  braces. 

97  Main  royal  lifts. 

98  Main  royal  braces. 

99  Main  rigging. 

100  Main  topmast  rigging. 

101  Main    topgallant    rig- 

ging- 

102  Main    topmast    back- 

stays. 

103  Main  topgallant  back- 

stays. 

104  Main  royal  backstays. 

105  Cross-jack  lifts. 

106  Cross- iack  braces. 

107  Mizzen  topsail  lifts. 

108  Mizzen  topsail  braces. 

109  Mizzen  topgallant  lifts. 

110  Mizzen  topgal't  braces. 

111  Mizzen  royal  lifts. 

112  Mizzen  royal  braces. 

113  Mizzen  stay. 

114  Mizzen  topmast  stay. 

115  Mizzen  topgallant  stay. 

116  Mizzen  royal  stay. 

117  Mizzen  skysail  stay. 

118  Mizzen  rigging. 

119  Mizzen  topmast  rigging. 

120  Mizzen  topgal.shrouda 

121  Mizzen  topmast  back- 

stays. 

122  Mizzen  topgaPnt  back- 

stays. 

123  Mizzen  royal  backstays. 

124  Fore  spencer  vangs. 

125  Main  spencer  vangs. 

126  Spanker  vangs. 

127  Ensign  halyards. 

123  Spanker  peak  halyards. 

129  Foot-rope  to  fore  yard. 

130  Foot -rope  to  main  yard 

131  Foot- rope  to  cross- jack 
yard. 


PLATE  II. 
A   SHIP'S   SAILS. 


INDEX     OF     REFERENCES. 


1  Fore  topmast  staysail. 

2  Jib. 

3  Flying  jib. 

4  Fore  spencer. 

5  Main  spencer. 

6  Spanker. 

7  Foresail. 

8  Fore  topsail. 

9  Fore  topgallant  sail. 

10  Fore  royal. 

1 1  Fore  sky  sail. 

12  Mainsail. 

13  Main  topsail. 

14  Main  topgallant  sail. 

15  Main  royal. 

1 6  Main  sky  sail. 

17  Mizzen  topsail. 


18  Mizzen  topgallant  sail. 

19  Mizzen  royal. 

20  Mizzen  skysail. 

21  Lower  studdingsail. 

21  a  Lee  ditto. 

22  Fore  topmast  studdingsail. 
22a  Lee  ditto. 

23  Fore  topgallant  studdingsail. 
23a  Lee  ditto. 

24  Fore  royal  studdingsail. 
24*  Lee  ditto. 

25  Main  topmast  studdingsail. 
25a  Lee  ditto. 

26  Main  topgallant  studdingsail. 
26a  Lee  ditto. 

27  Main  royal  studdingsail. 
27a  Lee  ditto. 


PLATE  III. 
THE  FRAME    OP   A   SHIP. 


INDEX     OP     REFERENCES. 


A.    THE  OUTSIDE. 

1  Upper  stem-piece. 

2  Lower  stem-piece. 

3  Gripe. 

4  Forward  keel-piece. 

5  Middle  keel-piece. 

6  After  keel-piece. 

7  False  keel. 

8  Stern  knee. 

9  Stern-post. 

10  Rudder. 

11  Bilge  streaks. 

12  First  streak  under  the  wales. 

13  Apron. 

14  Lower  apron. 

15  Fore  frame. 

16  After  frame. 

17  Wales. 

18  Waist. 

19  Plank -shear. 

20  Timber-heads. 

21  Stanchions. 

22  Rail. 

23  Knight-heads. 

24  Cathead. 

25  Fashion  timbers. 

26  Transoms. 

27  Quarter  pieces. 

B.    THE  INSIDE  OP  THE  STERN. 

1  Keelson. 

2  Pointers. 

3  Chock. 

4  Transoms. 


5  Half  transoms. 

6  Main  transom. 

7  Quarter  timbers. 

8  Transom  knees. 

9  Horn  timbers. 

10  Counter- timber  knee. 

11  Stern-post. 

12  Rudder-head. 

13  Counter  timbers. 

14  Upper- deck  clamp. 

C.    THE  INSIDE  OF  THE  Bows 

1  Keelson. 

2  Pointers. 

3  Step  for  the  mast. 

4  Breast-hook. 

5  Lower-deck  breast-hook. 

6  Forward  beam. 

7  Upper-deck  clamp. 

8  Knight-heads. 

9  Hawse  timbers. 

10  Bow  timbers. 

1 1  Apron  of  the  stem. 

D.     THE  TIMBERS. 

1  Keelson. 

2  Floor  timbers. 

3  Naval  timbers  or  ground  futtocks. 

4  Lower  futtocks. 

5  Middle  futtocks. 

6  Upper  futtocks. 

7  Top  timbers. 

8  Half  timbers,  or  half  top-timbers. 


PLATE   IV. 


EX  P  LAN  AT I O  N  S  . 

SHIP. — A  ship  is  square-rigged  throughout ;  that  is,  she  has  tops,  and 
carries  square  sails  on  all  three  of  her  masts. 

BARK. — A  bark  is  square-rigged  at  her  fore  and  main  masts,  and  differs 
from  a  ship  in  having  no  top,  and  carrying  only  fore-and-aft  sails 
at  her  mizzenmast. 

BRIG. — A  full-rigged  brig  is  square-rigged  at  both  her  masts. 

HERMAPHRODITE  BRIG. — An  hermaphrodite  brig  is  square-rigged  at  her 
foremast ;  but  has  no  top,  and  only  fore-and-aft  sails  at  her  main 
mast. 

TOPSAIL  SCHOONER. — A  topsail  schooner  has  no  tops  at  her  foremast, 
and  is  fore-and-aft  rigged  at  her  mainmast.  She  differs  from  an 
hermaphrodite  brig  in  that  she  is  not  properly  square-rigged  at  hei 
foremast,  having  no  top,  and  carrying  a  fore-and-aft  foresail,  in 
stead  of  a  square  foresail  and  a  spencer. 

FORE-AND-AFT  SCHOONER. — A  fore-and-aft  schooner  is  fore-and-aft  rig- 
ged throughout,  differing  from  a  topsail  schooner  in  that  the  latter 
carries  small  square  sails  aloft  at  the  fore. 

SLOOP. — A  sloop  has  one  mast,  fore-and-aft  rigged. 

HERMAPHRODITE  BRIGS  sometimes  carry  small  square  sails  aloft  at  the 
main  ;  in  which  case  they  are  called  BRIGANTINES,  and  differ  from 
a  FULL-RIGGED  BRIG  in  that  they  have  no  top  at  the  mainmast, 
and  carry  a  fore-and-aft  mainsail  instead  of  a  square  mainsail  and 
trysail.  Some  TOPSAIL  SCHOONERS  carry  small  square  sails  aloft 
at  the  main  as  well  as  the  fore ;  being  in  other  respects  fore-and-aft 
rigged.  They  are  then  called  MAIN  TOPSAIL  SCHOONERS. 


PART  I. 


CHAPTER    I. 

GENERAL   RULES    AND    OBSERVATIONS. 

Construction  of  vessels.  Tonnage  and  carriage  of  merchant  vessels. 
Proportions  of  the  spars.  Placing  the  masts.  Size  of  anchors  and 
cables.  Lead -lines.  Log-line.  Ballast  and  lading. 

CONSTRUCTION  OF  VESSELS. — As  merchant  vessels  of  the 
larger  class  are  now  huilt  in  the  United  States,  the  extreme 
length  of  deck,  from  the  after  part  of  the  stern-post  to  the  fore 
part  of  the  stem,  is  from  four  and  a  half  to  four  and  three 
fourths  that  of  the  beam,  at  its  widest  part.  The  Damascus, 
of  700  tons'  measurement,  built  at  Boston  in  1839,  and  con- 
sidered a  fair  specimen  of  our  best  freighting  vessels,  had  150 
feet  from  stem  to  stern-post,  and  32  feet  6  inches  extreme 
breadth.  The  Rajah,  of  530  tons,  built  at  Boston  in  1837, 
had  140  feet  length,  and  30  feet  beam ; — being  each  in  length 
about  four  and  six  tenths  their  beam. 

A  great  contrast  to  this  proportion  is  exhibited  in  the  most 
recent  statistics  (1841)  of  vessels  of  the  same  tonnage  in  the 
English  navy ;  as  the  following  table  will  show. 

Tons.  Deck.  Beam.          Proportion. 

C  Dido  734        '  120  ft.        37ft.  6 in.     3.20 

33     <6          3<13 

30  '4  3.16 
32  6  4.60 
30  0  4.66 

These  may,  perhaps,  be  considered  the  extremes  of  ship- 
building ;  and  between  these  there  is  every  grade  of  differ- 
ence. 

2 


English 
Navy. 

1  Pilot 

492 

105 

(  Alert 

358 

95 

American 

j  Damascus 

694 

150 

Merchant- 

i  Rajah 

531 

140 

14  TONNAGE    AND   CARRIAGE. 

TONNAGE  AND  CARRIAGE  OF  MERCHANT  VESSELS. — The 
amount  a  vessel  will  carry  in  proportion  to  her  tonnage,  de- 
pends upon  whether,  and  to  what  extent,  she  is  full  or  sharp 
built.  A  sharp-built  vessel  of  300  tons'  measurement,  will 
carry  just  about  her  tonnage  of  measurement  goods.  A  sharp- 
built  vessel  of  200  tons  or  under  would  probably  carry  less  than 
her  measurement ;  if  over  400  tons,  she  would  increase  gradu- 
ally to  fifty  per  cent,  above  her  measurement.  A  sharp-built 
vessel  of  600  tons,  is  generally  rated  at  900  tons  carriage.  A 
full-built  vessel  of  300  tons,  after  the  latest  model  of  American 
freighting  vessels,  will  carry  525  tons,  or  seventy-five  per  cent, 
above  her  measurement ;  and  one  of  500  tons  would  carry  full 
double  her  measurement. 

The  following  table  may  give  a  pretty  fair  average. 

TONS    OF   MEASUREMENT    GOODS. 
Tonnage.  Full  built.  Sharp  built. 

300  (.75)  525  (.00)  300 

400  (.80)  725  (.40)  560 

500  (1.00)  1000  (.§0)  750 

600  (1.33)  1400  (.50)  900 

PROPORTIONS  OF  SPARS. — There  is  no  particular  rule  for  spar- 
ring merchant  vessels;  some  being  light,  and  others  heavy 
sparred ;  and  some  having  long  topmasts  and  short  lower 
masts,  and  others  the  reverse.  The  prevailing  custom  now 
is,  to  spar  them  lightly  ;  the  main  yard  being  a  little  less  than 
double  the  beam  ;  and  the  others  proportioned  by  the  main. 
Most  merchant  vessels  now  have  the  yards  at  the  fore  and  main 
of  the  same  size,  for  convenience  in  shifting  sails ;  so  that 
the  same  topsail  may  be  bent  on  either  yard. 

The  following  table,  taken  from  the  "  Seamen's  Manual," 
will  show  the  average  proportions  of  the  spars  of  merchant 
vessels  of  the  largest  class,  as  formerly  built. 

Main-mast,  two  and  a  half  times  the  ship's  beam. 

Fore-mast,  eight  ninths  of  the  main-mast. 

Mizzen-mast,  five  sixths  of  the  main-mast. 

Bowsprit,  two  thirds  of  the  main-mast. 

Topmasts,  three  fifths  of  the  lower  masts. 


PROPORTIONS    OF    SPARS.  15 

Topgallant  masts,  one  half  the  length  of  their  topmasts. 
Jib-boom,  the  length  of  the  bowsprit. 
Main-yard,  twice  the  beam. 
Fore-yard,  seven  eighths  of  the  main-yard. 
Maintopsail-yard,  two  thirds  of  the  main-yard. 
Foretopsail-yard,  two  thirds  of  the  fore-yard. 
Crossjack-yard,  the  length  of  the  maintopsail-yard. 
Topgallant-yards,  two  thirds  of  the  topsail-yards. 
Mizzentopsail-yard,  the  length  of  the  maintopgallant-yard. 
Royal-yards,  two  thirds  of  the  topgallant-yards. 
Spritsail-yard,  five  sixths  of  the  foretopsail-yard. 
Spanker-boom,  the  length  of  the  maintopsail-yard. 
Spanker-gaff,  two  thirds  of  the  boom. 

For  the  thickness  of  the  spars,  the  same  book  allows  for  the 
lower  masts  one  inch  and  a  quarter  diameter  at  the  partners, 
for  every  three  feet  of  length ;  and  nine  tenths  in  the  middle 
and  two  thirds  under  the  hounds,  for  every  inch  at  the  partners. 
For  the  yards,  one  inch  at  the  slings,  and  half  an  inch  at  the 
yard-arms,  within  the  squares,  for  every  four  feet  of  the  length. 
For  the  breadth  of  the  maintop,  one  half  of  the  beam,  and  of 
the  foretop,  eight  ninths  of  the  maintop. 

The  following  are  the  proportions  of  the  spars  of  the  ship 
Damascus,  before  mentioned,  built  in  1839. 
Main-mast  74  ft.     Head  11  ft.  6  in.    Size  26  in. 

Fore-mast  70ft.        "     11  ft.  6  in.       "    25  in. 

Mizzen-mast  68ft.        "       8ft.  6  in.       "    18  in. 

Main  and  fore  topmasts  41  ft.        "       6  ft.  6  in.       "   14Hn. 
Mizzen  topmast  32  ft.         "       5  ft.  "     9*  in. 

Main  topgallant-mast    23  ft.  (15  ft.  with  2  feet  head.)    9£  in. 
Fore  topgallant-mast      21ft.    14ft.    "     2    "      "    "    9iin. 
Mizzen  topgallant-mast  17  ft.    lift.    "     18  in.    " 
Main  and  fore  yards  60ft.  yard-arms  2  ft.  6  in. 

Main  and  fore  topsail  yards   48ft.      "       "      3  ft.  6  in. 
Main  topgallant  yard  37  ft.       "       "      2  ft. 

Fore  topgallant      "  34  ft.       "       "      2  ft. 

Main  royal  "  27  ft.      "       "      1  ft.  6  in. 

Fore  royal  "  24  ft.      "       "      1  ft.  6  in. 

Main  skysail          "  17  ft. 

Fore  skysail  "  15ft. 


16        PLACING  MASTS. — ANCHORS  AND  CABLES, 

Cross-jack  yard  44  ft.  yard-arms  2  ft. 

Mizzen  topsail       "  35  ft.       "      "      2  ft.  9  in. 

Mizzen  topgallant "  25ft.      "      "      1  ft.  6  in. 

Mizzen  royal          "  16  ft. 

Mizzen  sky  sail       "  10  ft. 

Bowsprit,  out-board  27  ft.  Size    26  in. 

Jib-boom  42ft.    Head  3  ft.  "     14iin. 

Fly  ing  jib-boom        40ft.        "     3  ft.  6  in. 

Main  pole  12  ft.,  10  above  royal-mast,  5  in.  in  cap. 

Fore  pole  lift.,  9       "        "         "    4*  in.  "     " 

Mizzen  pole  9ft.,   7      " 

Spanker-boom  40  ft. 

Spanker-gaff  30  ft. 

Swinging-booms      40  ft. 

Topmast  studdingsail-booms  34  ft. 

Topgallant  studdingsail-booms  27  ft.,  yards  for  do.  17  ft. 

PLACING  THE  MASTS. — For  a  full-built  ship,  take  the  ship's 
extreme  length  and  divide  it  into  sevenths.  Place  the  foremast 
one  seventh  of  this  length  from  the  stem ;  the  mainmast  three 
sevenths  from  the  foremast,  and  the  mizzenmast  two  sevenths 
from  the  mainmast.  If  a  vessel  is  sharp-built,  and  her  stem 
and  stern-post  rake,  her  foremast  should  be  further  aft,  and 
her  mizzenmast  further  forward,  than  the  rule  of  sevenths 
would  give.  A  common  rule  for  placing  the  foremast,  is  to 
deduct  three  fifths  of  a  ship's  beam  from  her  length,  for  the 
curvature  of  the  keel  forward,  which  is  called  the  keel-stroke, 
and  place  the  mast  next  abaft  the  keel-stroke. 

SIZE  OF  ANCHORS  AND  CABLES. — Various  rules  have  been 
adopted  for  the  weight  of  a  ship's  anchors.  A  vessel  of  100 
tons  will  generally  have  a  best  bower  of  6  cwt.  and  a  small 
bower  of  5  cwt. ;  the  weight  of  both  being  eleven  pounds  to 
a  ton  of  the  vessel.  As  a  vessel  increases  in  size,  the  propor- 
tion diminishes.  A  vessel  of  700  tons  will  usually  carry  a 
best  bower  of  27  cwt.  and  a  small  bower  of  24  cwt. ;  the 
weight  of  both  being  seven  and  a  half  pounds  to  a  ton  of  the 
vessel.  The  stream  should  be  a  little  more  than  one  third  the 
weight  of  the  best  bower.  ,  The  anchor-stock  should  be  the 
length  of  the  shank ;  its  diameter  should  be  half  that  of  the 
ring,  and  its  thickness  one  inch  at  the  middle  and  half  an 


LEAD-LINES. — LOG-LINE.  17 

inch  at  each  end  for  every  foot  in  length.  Chain  cables  are 
usually  ninety  fathoms  in  length,  for  large-sized  vessels, 
and  sixty  for  small  vessels,  as  schooners  and  sloops.  The 
regulation  of  the  United  States  Navy  for  chain  cables,  is 
one  inch  and  a  half  for  a  sloop  of  war,  and  one  and  a  quarter 
for  brigs  and  schooners.  In  the  merchant  service,  a  ship  of 
400  tons  would  probably  have  a  best  bower  cable  of  one  and 
five  sixths,  and  a  working  bower  of  one  and  a  quarter  inches. 
A  ship  of  700  tons  would  have  a  best  bower  of  one  and  five 
eighths,  and  a  working  bower  of  one  and  a  half  inches.  Chain 
cables  have  a  shackle  at  every  fifteen  fathoms,  and  one  swivel 
at  the  first  shackle.  Some  have  two  swivels;  and  formerly 
they  were  made  with  a  swivel  between  each  shackle. 

LEAD-LINES. — The  hand-lead  weighs  usually  seven  pounds, 
and  the  hand-line  is  from  twenty  to  thirty  fathoms  in  length. 
The  deep-sea-lead  (pro.  dipsey)  weighs  from  fourteen  to  eigh- 
teen or  twenty  pounds ;  and  the  deep-sea-line  is  from  ninety 
to  one  hundred  and  ten  fathoms.  The  proper  way  to  mark  a 
hand-line  is,  black  leather  at  2  and  3  fathoms ;  white  rag  at 
5  ;  red  rag  at  7  ;  wide  strip  of  leather,  with  a  hole  in  it,  at  10  ; 
and  13,  15  and  17  marked  like  3,  5  and  7  ;  two  knots  at  20  ;  3 
at  30 ;  and  4  at  40 ;  with  single  pieces  of  cord  at  25  and  35. 

The  deep-sea-line  has  one  knot  at  20  fathoms,  and  an  addi- 
tional knot  at  every  10  fathoms,  with  single  knots  at  each 
intermediate  5  fathoms.  It  sometimes  has  a  strip  of  leather 
at  10  fathoms,  and  from  3  to  10  is  marked  like  the  hand- 
line. 

LOG-LINE. — The  rate  of  a  ship's  sailing  is  measured  by  a 
log-line  and  a  half-minute  glass.  The  line  is  marked  with  a 
knot  for  each  mile ;  the  real  distance  between  each  knot  being, 
however,  T^  of  a  mile,  since  a  half-minute  is  yj^j  of  an 
hour.  A  knot  being  thus  the  same  portion  of  a  mile  that  a 
half-minute  is  of  an  hour,  the  number  of  knots  carried  off  while 
the  glass  is  running  out  will  show  the  number  of  miles  the 
vessel  goes  in  an  hour.  Many  glasses,  however,  are  made  for 
twenty-eight  seconds,  which,  of  course,  reduces  the  number  of 
feet  for  a  knot  to  forty-seven  and  six  tenths.  But  as  the  line  is 
liable  to  stretch  and  the  glass  to  be  affected  by  the  weather, 
in  order  to  avoid  all  clanger  of  a  vessel's  overrunning  her 
8* 


18  BALLAST   AND    LADING. 

reckoning,  and  to  be  on  the  safe  side,  it  is  recommended  lo 
mark  forty-five  feet  to  a  knot  for  a  twenty-eight  second  glass. 
About  ten  fathoms  is  left  unmarked  next  the  chip,  called  stray- 
line.  The  object  of  this  is  that  the  chip  may  get  out  of  the 
eddy  under  the  stern,  before  the  measuring  begins.  The  end 
of  the  stray-line  is  marked  by  a  white  rag,  and  the  first  knot 
is  forty-five  or  forty-seven  feet  from  the  rag.  A  single  piece 
of  cord  or  twine  is  put  into  the  line  for  the  first  knot,  one  knot 
for  the  second,  two  for  the  fourth,  three  for  the  sixth,  and  so 
on,  a  single  piece  of  cord  being  put  in  at  the  intermediate 
knots. 

BALLAST  AND  LADING. — A  ship's  behavior,  as  the  phrase 
is,  depends  as  much  upon  the  manner  in  which  she  is  loaded 
and  ballasted,  as  upon  her  model.  It  is  said  that  a  vessel 
may  be  prevented  from  rolling  heavily,  if,  when  the  ballast  is 
iron,  it  is  stowed  up  to  the  floor-heads  ;  because  this  will  bring 
the  ship  back,  after  she  has  inclined,  with  less  violence,  and 
will  act  upon  a  point  but  little  distant  from  the  centre  of 
gravity,  and  not  interfere  with  her  stiff  carrying  of  sail.  The 
cargo  should  be  stowed  with  the  weightier  materials  as  near 
as  possible  to  the  centre  of  gravity,  and  high  or  low,  according 
to  the  build  of  the  vessel.  If  the  vessel  is  full  and  low  built, 
the  heavy  articles  should  be  stowed  high  up,  that  the  centre 
of  gravity  may  be  raised  and  the  vessel  kept  from  rolling  too 
much,  and  from  being  too  laborsome.  But  a  narrow,  high- 
built  vessel  should  have  the  heavy  articles  stowed  low  and 
near  the  keelson,  which  will  tend  to  keep  her  from  being 
crank,  and  enable  her  to  carry  sail  to  more  advantage. 


CUTTING  AND  FITTING  RIGGING.  19 

CHAPTER    II. 

CUTTING   AND    FITTING   STANDING   RIGGING. 

Measuring  and  cutting  lower  rigging  and  lower  fore-and-aft  stays.  Fit- 
ting the  same.  Measuring,  cutting,  and  fitting  topmast  rigging,  stays, 
and  backstays.  Jib,  topgallant,  and  royal  stays.  Rattling  down  rig- 
ging. Cutting  and  fitting  lifts,  foot-ropes,  brace-block  straps,  and  pen- 
nants. Breast-backstays. 

CUTTING  LOWER  RIGGING. — Draw  a  line  from  the  side  of  the 
partners  abreast  of  the  mast,  on  the  deck,  parallel  to  the  chan- 
nels, and  to  extend  as  far  aft  as  they  do.  On  this  line  mark 
the  places  of  each  dead-eye,  corresponding  to  their  places 
against  the  channels.  Send  a  line  up  to  the  mast-head,  and 
fasten  it  to  the  mast  by  a  nail  above  the  bibbs,  in  a  range 
with  the  centre  of  the  mast,  and  opposite  to  the  side  the  chan- 
nel line  is  drawn  upon.  Then  take  the  bight  of  the  line 
around  the  forward  part  of  the  mast,  and  fasten  it  to  the  mast 
by  a  nail,  opposite  the  first  nail,  so  that  the  part  between  the 
nails  will  be  half  the  circumference  of  the  mast-head ;  then 
take  the  line  down  to  the  mark  on  the  channel  line  for  the 
forward  dead-eye,  and  mark  it  as  before ;  and  so  on,  until 
you  have  got  the  distance  between  the  mast  and  each  mark 
on  the  channel  line.  Now  cast  off  the  line  from  the  mast- 
head, and  the  distance  between  the  end  of  the  line  and  each 
mark  will  give  you  the  length  of  each  shroud  from  the  lower 
part  of  the  mast-head.  And,  to  make  an  allowance  for  one 
pair  of  shrouds  overlaying  another,  you  may  increase  the 
length  of  the  pair  put  on  second,  that  is,  the  larboard  forward 
ones,  by  twice  the  diameter  of  the  rigging;  the  third  pair  by 
four  times ;  and  so  on. 

The  size  of  the  lower  rigging  should  be  as  much  as  eight 
and  a  half  inches  for  vessels  of  seven  or  eight  hundred  tons, 
and  from  seven  and  a  half  to  eight  for  smaller  vessels,  over 
three  hundred  tons. 

For  the  length  of  the  fore,  main,  and  mizzen  stays  and 


20  CUTTING    AND   FITTING    RIGGING. 

spring-stays,  take  the  distance  from  the  after  part  of  the  mast- 
head to  their  hearts,  or  to  the  place  where  they  are  set  up, 
adding  once  the  length  of  the  mast-head  for  the  collar. 

The  standing  stays  should  be  once  and  half  the  circumfer- 
ence of  the  shrouds. 

FITTING  LOWER  RIGGING. — Get  it  on  a  stretch,  and  divide 
each  pair  of  shrouds  into  thirds,  and  mark  the  centre  of  the 
middle  third.  Tar,  worm,  parcel  and  serve  the  middle  third. 
Parcel  with  the  lay  of  the  rope,  working  toward  the  centre ; 
and  serve  against  the  lay,  beginning  where  you  left  off  par- 
celling. Serve  as  taut  as  possible.  In  some  vessels  the  outer 
thirds  of  the  swifters  are  served ;  but  matting  and  battens  are 
neater  and  more  generally  used. 

Formerly  the  middle  third  was  parcelled  over  the  service, 
below  the  wake  of  the  futtock  staff.  Mark  an  eye  at  the  cen- 
tre of  the  middle  third,  by  seizing  the  parts  together  with  a 
round  seizing.  The  eye  of  the  pair  of  shrouds  that  goes  on 
first  should  be  once  and  a  quarter  the  circumference  of  the 
mast-head ;  and  make  each  of  the  others  in  succession  the 
breadth  of  a  seizing  larger  than  the  one  below  it.  Parcel  the 
score  of  the  dead-eye,  and  heave  the  shroud  taut  round  it,  turn- 
ing in  with  the  sun,  if  right-hand-laid  rope,  and  against  the 
sun,  if  hawser-laid ;  then  pass  the  throat  seizing  with  nine  or 
ten  turns,  the  outer  turns  being  slacker  than  the  middle  ones. 
Pass  the  quarter  seizings  half  way  to  the  end,  and  then  the 
end  seizings,  and  cap  the  shroud,  well  tarred  under  the  cap. 
Make  a  Matthew  Walker  knot  in  one  end  of  the  lanyard, 
reeve  the  other  end  out  through  the  dead-eye  of  the  shroud, 
beginning  at  the  side  of  the  dead-eye  upon  which  the  end  of 
the  shroud  comes,  and  in  through  the  dead-eye  in  the  channels, 
so  that  the  hauling  part  of  the  lanyard  may  come  in-board  and 
on  the  same  side  with  the  standing  part  of  the  shroud.  If  the 
shroud  is  right-hand-laid  rope,  the  standing  part  of  the  shroud 
will  be  aft  on  the  starboard,  and  forward  on  the  larboard  side ; 
and  the  reverse,  if  hawser-laid. 

The  neatest  way  of  setting  up  the  lower  fore-and-aft  stays,  is 
by  reeving  them  down  through  a  bull's  eye,  with  tarred  parcel- 
ling upon  the  thimble,  and  setting  them  up  on  their  ends,  with 
three  or  four  seizings.  The  collar  of  the  stay  is  the  length  of 


CUTTING   AND   FITTING   RIGGING.  21 

the  mast-head,  and  is  leathered  over  the  service  The  service 
should  go  beyond  the  wake  of  the  foot  of  the  topsail,  and  the 
main-stay  should  be  served  in  the  wake  of  the  foremast.  The 
main  and  spring  stays  usually  pass  on  different  sides  of  the 
foremast,  and  set  up  at  the  hawse-pieces. 

The  bolsters  under  the  eyes  of  the  rigging  should  always  be 
covered  with  tarred  parcelling,  marled  on. 

The  starboard  forward  shroud  goes  on  first ;  then  the  lar- 
board; and  so  on.  The  fore  stay  and  spring  stay  go  over  the 
shrouds;  and  the  head  stays  always  go  over  the  backstays. 

CUTTING  AND  FITTING  TOPMAST  RIGGING. — For  the  forward 
shroud,  measure  from  the  hounds  of  the  topmast  down  to  the 
after  part  of  the  lower  trestle-trees,  and  add  to  that  length 
half  the  circumference  of  the  mast-head  at  the  hounds.  The 
eye  is  once  and  a  quarter  the  circumference  of  the  mast-head. 
The  topmast  rigging  in  size  should  be  three  fifths  of  the  lower 
rigging.  For  the  topmast  backstays,  measure  the  distance 
from  the  hounds  of  the  mast  down  to  the  centre  of  the  deck, 
abreast  of  their  dead-eyes  in  the  channels,  and  add  to  this 
length  one  half  the  circumference  of  the  mast-head.  Add  to 
the  length  of  the  larboard  pair,  which  goes  on  last,  twice  the 
diameter  of  the  rope.  The  size  of  the  fore  and  main  topmast 
backstays  is  generally  one  quarter  less  than  that  of  the  lower 
rigging;  and  that  of  the  mizzen  topmast  backstays  the  same 
as  that  of  the  main  topmast  rigging.  The  size  of  the  topmast 
stays  should  be  once  and  a  quarter  that  of  the  rigging.  The 
topmast  rigging  is  fitted  in  the  same  manner  as  the  lower. 
The  backstays  should  be  leathered  in  the  wake  of  the  tops  and 
lower  yards.  The  breast-backstays  are  turned  in  upon  blocks 
instead  of  dead-eyes,  and  set  up  with  a  luff  purchase.  The 
fore  topmast  stay  sets  up  on  the  starboard,  and  the  spring  stay 
on  the  larboard  side  of  the  bowsprit. 

All  the  fore-and-aft  stays  are  now  set  up  on  their  ends,  and 
should  be  leathered  in  their  nips,  as  well  as  in  their  eyes. 

The  main  topmast  stay  goes  through  a  heart  or  thimble  at 
the  foremast-head,  or  through  a  hole  in  the  cap,  and  sets  up  on 
deck  or  in  the  top ;  and  the  mizzen  topmast  stay  sets  up  at 
the  mainmast-head,  above  the  rigging. 

JIB,  TOPGALLANT,  AND  ROYAL  RIGGING. — The  jib  stay  sets  up 


22  CUTTING   AND   FITTING   RIGGING. 

on  its  end  on  the  larboard  side  of  the  head,  and  is  served  ten 
feet  from  the  boom,  and  its  collar  is  leathered  like  that  of  the 
topmast  stay.  The  gaub  lines  or  back  ropes  go  from  the  mar- 
tingale in-board.  The  guys  are  fitted  in  pairs,  rove  through 
straps  or  snatches  on  the  spritsail  yard,  and  set  up  to  eye-bolts 
inside  of  or  abaft  the  cat-heads.  The  foot-ropes  are  three 
quarters  the  length  of  the  whole  boom,  and  go  over  the 
boom-end  with  a  cut  splice.  Overhand  knots  or  Turks-heads 
should  be  taken  in  them  at  equal  distances,  to  prevent  the 
men  from  slipping,  when  laying  out  upon  them. 

The  most  usual  method  of  fitting  topgallant  rigging  in  mer- 
chantmen, is  to  reeve  it  through  holes  in  the  horns  of  the  cross- 
trees,  then  pass  it  between  the  topmast  shrouds  over  the 
futtock  staff,  and  set  it  up  at  an  iron  band  round  the  topmast, 
just  below  the  sheave-hole;  or  else  down  into  the  top,  and  set 
it  up  there.  To  get  the  length  of  the  starboard  forward 
shroud,  measure  from  the  topgallant  mast-head  to  the  heel  of 
the  topmast,  and  add  one  half  the  circumference  of  the  top- 
gallant mast-head.  Its  size  should  be  about  five  sevenths  of 
the  topmast  rigging.  Each  pair  of  shrouds  should  be  served 
below  the  futtock  staves.  They  are  fitted  like  the  topmast 
shrouds.  The  fore-and-aft  stays  of  long  topgallant  masts  go 
with  eyes,  and  are  served  and  leathered  in  the  wake  of  the  foot 
of  the  sails.  The  fore  topgallant  stay  leads  in  on  the  starboard 
side  of  the  bowsprit,  and  sets  up  to  a  bolt  at  the  hawse-piece ; 
the  main  leads  through  a  chock  on  the  after  part  of  the  fore 
topmast  cross-trees,  and  sets  up  in  the  top ;  and  the  mizzen 
usually  through  a  thimble  on  the  main  cap,  and  sets  up  on  its 
end. 

The  topgallant  backstays  set  up  on  their  end,  or  with  lan- 
yards in  the  channels ;  and  for  their  length,  measure  from  the 
mast-head  to  the  centre  of  the  deck,  abreast  the  bolt  in  the 
channels. 

The  royal  shrouds,  backstays,  and  fore-and-aft  stays,  are 
fitted  like  those  of  the  topgallant  masts,  and  bear  the  same 
proportion  to  them  that  the  topgallant  bear  to  the  topmast. 
The  fore  royal  stay  reeves  through  the  outer  sheave-hole  of  the 
flying  jib-boom,  and  comes  in  on  the  larboard  side ;  the  main 
through  a  thimble  at  the  fore  jack-cross-trees ;  and  the  mizzen 


CUTTING   AND   FITTING   RIGGING.  23 

through  a  thimble  at  the  main  topmast  cap.  The  flying  jib- 
stay  goes  in  on  the  starboard  side,  and  sets  up  like  the  jib- 
stay.  The  gear  of  the  flying  jib-boom  is  fitted  like  that  of  the 
jib-boom. 

RATLING. — Swift  the  rigging  well  in,  and  lash  handspikes 
or  boat's  oars  outside  at  convenient  distances,  parallel  with 
the  shear-pole.  Splice  a  small  eye  in  the  end  of  the  ratlin, 
and  seize  it  with  yarns  to  the  after  shroud  on  the  starboard 
side  and  to  the  forward  on  the  larboard,  so  that  the  hitches 
may  go  with  the  sun.  Take  a  clove  hitch  round  each  shroud, 
hauling  well  taut,  and  seize  the  eye  of  the  other  end  to  the 
shroud.  The  ratlins  of  the  lower  rigging  should  be  thirteen, 
and  of  the  topmast  rigging  eleven  inches  apart,  and  all  square 
with  the  shear-pole. 

STANDING  RIGGING  OF  THE  YARDS. — The  first  thing  to  go 
upon  the  lower  yard-arm,  next  the  shoulder,  is  the  head-earing 
strap ;  the  next,  the  foot-ropes ;  next,  the  brace-block ;  and 
lastly,  the  lift.  The  foot-ropes  go  with  an  eye  over  the  yard- 
arm,  are  rove  through  thimbles  in  the  end  of  the  stirrups, 
(sometimes  with  Turks-heads,  to  prevent  their  slipping,)  and 
are  lashed  to  bolts  or  thimbles,  but  now  usually  to  the  iron 
trusses.  The  stirrups  fit  to  staples  in  the  yard,  with  an  eye- 
splice.  The  lifts  should  be  single,  and  fitted  with  an  eye  over 
the  yard-arm,  and  lead  through  a  single  block  at  the  mast- 
head, and  set  up  by  a  gun  or  luff  tackle  purchase,  with  the 
double  block  hooked  to  a  thimble  or  turned  in  at  the  end,  and 
the  lower  block  to  an  eye-bolt  in  the  deck.  Instead  of  brace- 
blocks  on  the  fore  and  main  yards,  brace-pennants  fitted  over 
the  yard-arm  with  an  eye  are  neater.  The  latest  and  neatest 
style  of  rigging  lower  yards  is  to  have  a  strong  iron  band  with 
eyes  and  thimbles  round  each  yard-arm,  close  to  the  shoulder ; 
and  then  fit  the  lift,  foot-rope,  and  brace-pennant,  each  to  one 
of  these  eyes,  with  an  eye-splice  round  the  thimble  or  with  a 
hook.  The  lower  lifts  now,  for  the  most  part,  cross  each  other 
over  a  saddle  upon  the  cap,  instead  of  going  through  blocks. 

The  inner  ends  of  the  foot-ropes  to  the  topsail,  topgallant 
and  royal  yards,  cross  each  other  at  the  slings;  and  on  the 
topsail  yard  there  are  Flemish-horses,  spliced  round  thimbles 
on  the  boom-iron,  and  the  other  end  seized  to  the  yard,  cross- 


24  CUTTING   AND   FITTING    RIGGING. 

ing  the  foot-rope.  A  neater  mode  is  to  hook  the  outer  end  of 
the  Flemish-horse,  so  that  it  may  be  unhooked  and  furled  in 
with  the  sails  when  in  port.  Next  to  the  foot-ropes  go  on 
the  brace-blocks,  and  lastly,  the  lifts.  The  rigging  to  the  top- 
gallant and  royal  yards  is  fitted  similarly  to  that  upon  the  top- 
sail, except  that  there  is  nothing  over  the  yard-arms  but  foot- 
rope,  brace  and  lift.  The  brace  to  the  royal  yard  fits  with  an 
eye.  The  reef- tackle,  studding-sail  halyard,  and  other  tem- 
porary blocks,  are  seized  to  the  lower  and  topsail  yard-arms  by 
open  straps,  so  that  they  may  be  removed  without  taking  off 
the  lift.  The  topgallant  studding-sail  halyard  block  is  often 
hooked  to  the  boom-iron,  under  the  yard. 

The  foot-ropes  to  the  spanker-boom  should  be  half  the 
length  of  the  boom,  going  over  the  end  with  a  splice,  covered 
with  canvass,  and  coming  in  one  third  of  the  way  to  the  jaws, 
and  seized  to  the  boom  by  a  rose-seizing  through  an  eye-splice. 
The  next  to  go  over  the  boom-end  are  the  guys,  which  are  fitted 
with  a  cut-splice  covered  with  canvass,  and  have  a  single  block 
turned  in  at  their  other  ends.  To  these  single  blocks  are  luff  or 
gun-tackle  purchases,  going  to  the  main  brace-bumpkin.  Their 
length  should  be  two  fifths  that  of  the  boom.  The  topping-lifts 
are  usually  hooked  into  a  band  or  spliced  into  bolts  about  one 
quarter  the  distance  from  the  outer  end  of  the  boom,  and  reeve 
through  single  blocks  under  the  top,  with  a  double  or  single 
block  at  their  lower  ends. 

All  the  splices  and  seizings  of  the  standing  rigging  should 
be  covered  with  canvass,  if  possible,  except  in  the  channels 
and  about  the  head,  where  they  are  too  much  exposed  to  the 
washing  of  water.  A  vessel  looks  much  neater  for  having  the 
ends  of  the  rigging,  where  eyes  are  spliced,  or  where  they  are 
set  up  on  their  ends  aloft  or  on  deck,  covered  with  canvass,  and 
painted  white  or  black,  according  to  the  place  where  they  are. 
The  lanyards  and  dead-eyes  of  the  smaller  rigging  which  sets 
up  in  the  top  may  also  be  covered  with  canvass.  The  lan- 
yards, dead-eyes,  and  turnings-in  of  the  rigging  in  the  chan- 
nels, should  always  be  protected  by  Scotchmen  when  at  sea, 
and  the  forward  shroud  should  be  matted  or  battened  all  the 
way  up  to  the  futtock  staves. 


CUTTING    AND    FITTING   RIGGING.  25 

In  some  smaller  merchantmen  the  lower  rigging  is  not  in- 
frequently set  up  upon  its  end  to  bolts  in  the  rail.  This  is  very 
inconvenient  on  many  accounts,  especially  as  all  the  seizings 
have  to  be  come  up  with,  and  the  nip  of  the  shroud  altered, 
whenever  it  is  at  all  necessary  to  set  them  taut.  This  soon 
defaces  and  wears  out  the  ends ;  while,  with  dead-eyes,  only 
the  lanyards  have  to  be  come  up  with.  Some  vessels  set  up 
their  lower  rigging  with  dead-eyes  upon  the  rail.  This  is  con- 
venient in  setting  them  up  in  bad  weather,  but  does  not  give 
so  much  spread  as  when  set  up  in  the  channels,  and  presents 
a  more  complicated  surface  to  the  eye.  If  the  rigging  is  fitted 
in  this  way,  you  must  deduct  the  height  of  the  rail  above  the 
deck  from  the  measure  before  given  for  cutting  it. 

BREAST-BACKSTAYS. — It  is  not  usual,  now,  for  merchant  ves- 
sels to  carry  topmast  breast-backstays.  If  they  are  carried, 
they  are  spread  by  out-riggers  from  the  top.  Topgallant  and 
royal  breast-backstays  are  used,  and  are  of  great  assistance  in 
sailing  on  the  wind.  There  are  various  ways  of  rigging  them 
out,  of  which  the  following  is  suggested  as  a  neat  and  conve- 
nient one.  Have  a  spar  fitted  for  an  out-rigger,  about  the  size 
of  one  of  the  horns  of  the  cross-trees,  with  three  holes  bored  in 
it,  two  near  to  one  end,  and  the  third  a  little  the  other  side  of 
the  middle.  Place  it  upon  the  after  horn  of  the  cross- tree, 
with  the  last-mentioned  hole  over  the  hole  in  the  end  of  the 
horn  of  the  cross-tree,  and  let  the  after  topgallant  shroud  reeve 
through  it.  Reeve  the  topgallant  and  royal  breast-backstays 
through  the  outer  holes,  and  set  them  up  by  a  gun-tackle  pur- 
chase, in  the  channels.*  The  inner  end  of  the  out-rigger  should 
fit  to  a  cleat,  and  be  lashed  to  the  cross-tree  by  a  lanyard. 
When  the  breast-backstays  are  to  be  rigged  in,  cast  off  the  lan- 
yard, and  let  the  out-rigger  slue  round  the  topgallant  shroud 
for  a  pivot,  the  inner  end  going  aft,  and  the  outer  end,  with  the 
backstays,  resting  against  the  forward  shroud.  One  of  these 
out-riggers  should  be  fitted  on  each  side,  and  all  trouble  of 
shifting  over,  and  rigging  out  by  purchase,  will  be  avoided. 

*  The  royal  breast-backstay  may  be  used  as  the  fall  of  the  purchase. 

3 


26  FITTING  AND  REEVING   RUNNING   RIGGING 

CHAPTER  III. 

FITTING   AND   REEVING   RUNNING   RIGGING. 

Fore  braces.  Main  braces.  Cross-jack  braces.  Fore,  main,  and  miz- 
zen  topsail  braces.  Fore,  main,  and  mizzen  topgallant  and  royal 
braces.  Trusses.  Topsail  tyes  and  halyards.  Topgallant  and  royal 
halyards.  Peak  and  throat  halyards.  Spanker  brails.  Fore  and  main 
tacks  and  sheets.  Topsail,  topgallant  and  royal  sheets  and  clewlines. 
Reef-tackles.  Clew-garnets.  Fore  and  main  buntlines,  leechlines, 
and  slablines.  Topsail  clewlines  and  buntlines.  Bowlines. 

To  REEVE  A  BRACE,  begin  on  deck,  and  reeve  to  where  the 
standing  part  is  made  fast.  The  fore  braces  reeve  up  through 
a  block  on  the  mainmast  just  below  the  rigging,  down  or  in 
through  the  brace-block  on  the  yard  or  at  the  end  of  the  pen- 
nant, and  the  standing  part  is  brought  through  the  cheeks  of 
the  mast  with  a  knot  inside.  The  neatest  way  for  reeving  the 
main  brace  is  out  through  a  single  block  on  the  brace-bumpkin, 
out  through  the  brace-pennant-block,  in  through  an  outer  block 
on  the  bumpkin,  and  seized  to  the  strap  of  the  pennant. 
Another  way  is  out  through  the  bumpkin  block,  out  or  down 
through  the  pennant  block,  and  secure  the  end  to  the  bumpkin 
or  to  the  fashion-piece  below. 

The  cross-jack  braces  reeve  up  through  blocks  on  the  after 
shroud  of  the  main  rigging,  up  through  blocks  on  the  yard,  one 
third  of  the  way  in  from  the  yard-arm,  and  are  seized  to  a  bolt 
in  the  mainmast,  or  to  the  after  shroud  again. 

The  fore  topsail  braces  reeve  up  through  the  blocks  secured 
to  the  bibbs  at  the  mainmast-head,  in  through  the  span-block 
at  the  collar  of  the  main  stay,  up  through  the  block  on  the 
yard,  and  are  seized  to  the  main  topmast-head;  or  else  up 
through  a  block  at  the  topmast-head,  down  through  the  brace- 
block  on  the  yard,  and  are  seized  to  the  collar  of  the  main  stay. 
The  last  way  is  the  best.  The  main  topsail  braces  are  rove 
through  span-blocks  at  the  mizzen-mast,  below  the  top,  up 
through  the  blocks  on  the  yard,  and  are  seized  to  the  mizzen 


FITTING   AND   REEVING   RUNNING  RIGGING.  27 

topmast-head ;  or  else  up  through  a  block  at  the  mizzen-mast- 
head,  down  through  the  block  on  the  yard,  and  secured  to  the 
mizzen-mast.  The  first  way  is  the  best.  The  mizzen  topsail 
braces  reeve  up  through  the  leading  blocks  or  fair-leaders  on 
the  main  rigging,  up  through  blocks  at  the  mainmast-head,  or 
at  the  after  part  of  the  top,  up  through  the  yard  blocks,  and 
are  seized  to  the  cap. 

The  fore  and  main  topgallant  braces  are  rove  up  through 
blocks  under  the  topmast  cross-trees,  in  through  span-blocks  on 
the  topmast  stays,  just  below  their  collars,  up  through  the 
blocks  on  the  yards,  and  the  main  are  usually  seized  to  the 
head  of  the  mizzen  topgallant  mast,  and  the  fore  to  the  topmast 
stay,  by  the  span-block.  The  mizzen  topgallant  braces  gene- 
rally go  single,  through  a  block  at  the  after  part  of  the  main  top- 
mast cross-trees.  The  royal  braces  go  single  :  the  fore,  through  a 
block  at  the  main  topgallant  mast-head ;  the  main,  through  one 
at  the  mizzen  topgallant  mast-head ;  and  the  mizzen,  through 
a  block  at  the  after  part  of  the  main  topmast  cross-trees. 

HALYARDS. — The  lower  yards  are  now  hung  by  patent  iron 
trusses,  which  allow  the  yard  to  be  moved  in  any  direction ; 
topped  up  or  braced.  The  topsail  yards  have  chain  tyes,  which 
are  hooked  to  the  slings  of  the  yard,  and  rove  through  the  sheave- 
hole  at  the  mast-head.  The  other  end  of  the  tye  hooks  to  a 
block.  Through  this  block  a  chain  runner  leads,  with  its  stand- 
ing part  hooked  to  an  eye-bolt  in  the  trestle-tree,  and  with  the 
upper  halyard-block  hooked  to  its  other  end.  The  halyards 
should  be  a  luff  purchase,  the  fly-block  being  the  double  block, 
and  the  single  block  being  hooked  in  the  channels.  Some- 
times they  are  a  gun-tackle  purchase,  with  two  large-  single 
blocks.  The  lower  block  of  the  mizzen  topsail  halyards  is 
usually  in  the  mizzen-top,  the  fall  coming  down  on  deck. 

The  fore  and  mizzen  topsail  halyards  come  down  to  port,  and 
the  main  to  the  starboard.  The  topgallant  halyards  come 
down  on  opposite  sides  from  the  topsail  halyards ;  though  the 
fore  and  main  usually  come  down  by  the  side  of  the  masts. 
The  fore  and  main  topgallant  halyards  sometimes  hoist  with 
a  gun-tackle  purchase,  but  the  mizzen  and  all  the  royal  hal- 
yards are  single. 

The  throat  and  peak  halyards  of  the  spanker  are  fitted  in  the 


28  FITTING   AND   EEEVING    RUNNING   RIGGING. 

following  manner.  The  outer  peak  halyard  block  is  put  on 
the  gaff,  one  third  of  its  length  from  the  outer  end,  or  a  very 
little,  if  any,  within  the  leech  of  the  sail ;  and  the  inner  one,  two 
thirds  in.  The  blocks  are  fitted  round  the  gaff  with  grommet 
straps,  and  are  kept  in  their  places  by  cleats.  The  double 
block  of  the  peak  halyards  is  strapped  to  the  bolt  in  the  after 
part  of  the  mizzen  cap,  and  the  halyards  are  rove  up  through 
this,  in  through  the  blocks  on  the  gaff,  the  inner  one  first,  the 
standing  part  made  fast  to  the  double  block,  and  the  fall  com- 
ing on  deck.  The  upper  block  of  the  throat  halyards  is  secured 
under  the  cap,  and  the  lower  block  is  hooked  to  an  eye-bolt 
on  the  jaws  of  the  gaff.  This  is  a  two-fold  tackle. 

THE  SPANKER  BRAILS. — The  peak  brails  reeve  through  single 
blocks  on  the  gaff,  two  on  each  side,  generally  span-blocks,  and 
then  through  the  throat  brail  blocks,  as  leaders,  to  the  deck. 
The  throat  brails  reeve  through  two  triple  blocks  strapped  to 
eye-bolts  under  the  jaws  of  the  gaff,  one  on  each  side,  through 
the,  two  other  sheaves  of  which  the  peak  brails  lead.  Each 
brail  is  a  single  rope,  middled  at  the  leech  of  the  sail. 

TACKS,  SHEETS,  CLEWLINES,  &c. — It  is  much  more  convenient 
to  have  the  tack  and  sheet  blocks  of  the  courses  fastened  to  the 
clews  of  the  courses  by  hooks.  Then  they  can  be  unhooked 
when  the  sail  is  furled,  and,  in  light  weather,  a  single  rope  with 
a  hook,  called  a  lazy  sheet,  can  be  used,  instead  of  the  heavy 
tacks  and  sheets  with  their  blocks.  This  is  also  much  more  con- 
venient in  clewing  up.  The  main  tack  is  rove  aft  through  the 
block  in  the  waterways,  forward  through  the  block  on  the  sail, 
and  the  standing  part  hooks  to  the  block  on  deck.  The  fore  tack 
goes  through  a  block  on  the  bumpkin.  The  sheets  of  the  courses 
have  the  after  block  hooked  to  an  eye-bolt  in  the  side,  abaft  the 
channels,  and  the  forward  one  hooked  to  the  clew  of  the  sail,  the 
running  part  reeving  through  a  sheave-hole  in  the  rail.  The 
sheets  of  all  the  square  sails  but  the  courses  run  from  the  clew 
of  the  sail,  through  sheave-holes  in  the  yard-arms,  through 
the  quarter  blocks,  down  on  deck.  The  topsail  sheets  are 
chain,  are  clasped  to  the  clews  of  the  sail,  and  are  fitted  with  a 
gun-tackle  purchase  at  the  foot  of  the  mast.  The  topgallant 
and  royal  sheets  are  single.  The  topsail  and  topgallant  clew- 
lines reeve  through  the  quarter-blocks.  The  royal  clewlines 


FITTING   AND   REEVING   RUNNING   RIGGING.  29 

are  single,  and  the  topsail  and  topgallant  are  a  gun-tackle  pur- 
chase. 

The  reef-tackles  of  the  topsails  reeve  up  through  blocks  on 
the  lower  rigging,  or  futtock  shrouds,  down  through  the  block 
on  the  yard,  down  the  leech  of  the  sail  and  through  the  block 
on  the  leech,  and  are  made  fast  to  the  yard  on  their  own  parts, 
with  a  clinch,  outside  of  everything. 

The  clew-garnets  reeve  out  through  blocks  under  the  quar- 
ters of  the  yard,  then  up  through  blocks  at  the  clew,  and  the 
standing  part  is  made  fast  to  the  yard,  to  the  block,  or  to  a  strap. 
The  buntlines  of  the  courses  reeve  through  double  or  triple 
blocks  under  the  forward  part  of  the  top,  down  forward  of  the 
sail,  sometimes  through  thimbles  in  the  first  reef-band,  and  are 
clinched  to  the  foot  of  the  sail.  The  leechlines  reeve  through 
single  blocks  on  the  yard,  and  are  clinched  to  the  leech  of  the 
sail.  The  slabline  is  a  small  rope  rove  through  a  block  under 
the  slings  of  the  yard,  and  clinched  to  the  foot  of  the  sail.  This 
is  not  much  used  in  merchant  vessels.  The  topsail  clewlines 
lead  like  the  clew-garnets  of  the  courses.  The  topsail  buntlines 
reeve  forward  through  single  blocks  at  the  topmast-head,  down 
through  the  thimbles  of  a  lizard  seized  to  the  tye,  just  above 
the  yard,  and  are  clinched  to  the  foot  of  the  sail.  The  handi- 
est way  of  reeving  the  main  bowline  is  to  have  a  single  rope 
with  the  standing  part  hooked  near  the  foremast,  and  reeve  it 
out  through  a  heart  in  the  bridle.  This  will  answer  for  both 
sides.  The  fore  bowline  may  be  rove  through  a  single  block  at 
the  heel  of  the  jib-boom  and  hooked  to  the  bridle.  The  bow- 
lines to  the  other  sails  are  toggled  to  the  bridles  and  lead  for- 
ward. Many  vessels  now  dispense  with  all  the  bowlines  ex- 
cept to  the  courses.  This  saves  trouble,  makes  a  ship  look 
neater,  and,  if  the  sails  are  well  cut,  they  will  set  taut  enough 
in  the  leach,  without  bowlines. 


30  TO   RIG   MASTS   AND   YARDS. 


CHAPTER    IV. 

TO    RIG   MASTS    AND    YARDS. 

Rigging  the  shears.  Taking  in  lower  masts  and  bowsprit.  To  rig  a 
bowsprit.  Getting  the  tops  over  the  mast-heads.  To  send  up  a  top- 
mast. To  get  on  a  top-mast  cap.  To  rig  a  jib-boom.  To  cross  a 
lower  yard.  To  cross  a  topgallant  yard.  To  send  up  a  topgallant 
mast.  Long,  short,  and  stump  topgallant  masts.  To  rig  out  a  flying 
jib-boom.  To  cross  topgallant  and  royal  yards.  Skysail  yards. 

TAKING  IN  LOWER  MASTS  AND  BOWSPRIT. — Shore  up  the 
beams  upon  which  the  heels  of  the  shears  will  rest,  if  neces- 
sary, from  the  keelson.  Parbuckle  the  shears  aboard,  with 
their  heads  aft.  Raise  their  heads  upon  the  taffrail,  cross  them, 
and  pass  the  shear-lashing.  Lash  the  upper  block  of  a  three- 
fold tackfe  under  the  cross,  and  secure  the  lower  block  to  the 
breast-hooks,  or  to  a  toggle  in  the  hawse-hole.  You  may  also 
reeve  and  secure,  in  the  same  manner,  a  smaller  purchase, 
which  shall  work  clear  of  the  first.  Have  two  forward  and 
two  after  guys  clove-hitched  to  the  shear-head,  with  cleats  to 
prevent  their  slipping.  Get  a  girt-line  on  one  shear-head  and 
a  small  tackle  on  the  other,  to  slue  and  cant  the  mast.  Let 
the  fall  of  the  main  tackle  come  through  the  middle  sheave,  to 
prevent  the  block's  sluing  in  its  strap.  Reeve  large  heel  tackles 
to  rouse  the  shears  aft  with.  Put  long  oak  plank  shoes  under 
the  heels ;  and,  if  it  be  necessary,  clap  a  thwart-ship  tackle 
upon  the  two  heels,  or  reeve  a  lashing,  and  put  a  stout  plank 
between  them,  and  bowse  taut ;  which  will  prevent  too  great  a 
strain  coming  upon  the  water-ways.  Take  the  main  tackle 
fall  to  the  capstan;  heave  round,  haul  on  the  forward  guy 
and  after  heel  tackles,  and  raise  the  shear  to  an  angle  of  about 
eighty  degrees  with  the  deck,  and  so  that  the  main  purchase 
will  hang  plumb  with  the  partners  of  the  mizzen-mast.  Lash 
a  garland  to  the  forward  part  of  the  mast,  above  the  centre, 
and  toggle  the  purchase  to  it.  Heave  the  mast  in  over  the 
bulwarks ;  fit  the  trestle-trees  and  after  chock ;  reeve  girt-lines 


TO   RIG   MASTS   AND    YARDS.  31 

by  which  men  may  be  hoisted  when  the  mast  is  in ;  point  the 
mast  in,  and  lower  away.  Always  take  in  the  mizzen-mast 
first.  Get  in  the  main  and  then  the  foremast  in  the  same 
manner,  rousing  the  shears  forward,  with  their  shoes,  by  means 
of  the  heel  tackles.  Having  stepped  and  secured  the  foremast, 
carry  the  forward  guys  aft  and  rake  the  shears  over  the  bows ; 
toggle  the  lower  block  of  the  main  tackle  to  a  garland  lashed 
to  the  upper  part  of  the  bowsprit  inside  of  the  centre.  Put  on 
the  cap,  and  carry  tackles  or  guys  from  the  bows.prit-head  to 
each  cat-head,  and  clap  on  a  heel  tackle  or  guy.  Heave  the 
bowsprit,  and  direct  it  by  the  small  tackles  and  guys. 

To  RIG  A  BOWSPRIT. — Lash  collars  for  the  fore  stay,  bobstays, 
and  bowsprit  shrouds,  then  for  the  spring  stay,  and  put  on  the 
bees  for  the  topmast  stays ;  fit  the  man-ropes,  pass  the  gam- 
moning, and  set  up  bobstays  and  shrouds. 

To  GET  THE  TOPS  OVER  THE  MAST-HEADS. PlaCC  the  top  On 

deck  abaft  the  mast ;  get  a  girt-line  on  each  side  of  the  mast- 
head, and  pass  the  end  of  each  under  the  top,  through  the  holes 
in  the  after  part ;  clinch  them  to  their  own  parts,  and  stop  them 
to  the  fore  part  of  the  top  with  slip-stops.  Have  a  guy  to  the 
fore  and  another  to  the  after  part  of  the  top.  Make  the  ends 
of  a  span  fast  to  the  after  corners  of  the  top,  and  bend  a  girt- 
line  from  the  mast-head  to  the  bight  of  the  span,  and  stop  it  to 
the  forward  part  of  the  top.  Sway  away  on  the  girt-lines. 
When  the  fore  part  of  the  top  is  above  the  trestle-trees,  cut  the 
span-stops,  and  when  the  after  part  is  above  them,  cast  off  the 
slip-stops.  When  the  lubber-hole  is  high  enough  to  clear  the 
mast-head,  haul  on  the  forward  guy,  and  let  the  top  hang  hori- 
zontally by  the  girt-lines.  Lower  away,  place  and  bolt  it. 

The  fore  and  main  tops  are  sent  up  from  abaft,  and  the 
mizzen  from  forward.  The  tops  may  be  got  over  without  the 
span  and  girt-line,  by  stopping  the  two  girt-lines  first  rove  to 
the  middle  as  well  as  to  the  fore  part  of  the  top,  and  cutting 
the  upper  stops  first. 

To  SEND  UP  A  TOPMAST. — Get  the  topmast  alongside,  with 
its  head  forward.  Lash  a  top-block  to  the  head  of  the  lower- 
mast  ;  reeve  a  mast-rope  through  it,  from  aft  forward,  and  bring 
the  end  down  and  reeve  it  through  the  sheave-hole  of  the  top- 
mast, hitching  it  to  its  own  part  a  little  below  the  topmast-head, 


32  TO   RIG  MASTS   AND   YARDS. 

and  stopping  both  parts  to  the  mast,  at  intervals.  Snatch  the 
rope  and  sway  away.  As  soon  as  the  head  is  through  the  lower 
cap,  cast  off  the  end  of  the  mast-rope,  letting  the  mast  hang 
by  the  stops,  and  hitch  it  to  the  staple  in  the  other  end  of  the 
cap.  Cast  off  the  stops  and  sway  away.  Point  the  head  of  the 
mast  between  the  trestle-trees  and  through  the  hole  in  the  lower 
cap,  the  round  hole  of  which  must  be  put  over  the  square  hole 
of  the  trestle-trees.  Lash  the  cap  to  the  mast,  hoist  away, 
and  when  high  enough,  lower  a  little  and  secure  the  cap  to  the 
lower  mast-head.  (This  is  when  it  cannot  be  put  on  by  hand.) 
If  the  cross-trees  are  heavy,  they  may  be  placed  in  the  follow- 
ing manner.  Sway  away  until  the  topmast-head  is  a  few 
feet  above  the  lower  cap.  Send  up  the  cross-trees  by  girt-lines, 
and  let  the  after  part  rest  on  the  lower  cap  and  the  forward 
part  against  the  topmast.  Lower  away  the  topmast  until  the 
cross-trees  fall  into  their  place,  and  then  hoist  until  they  rest 
on  the  shoulders.  Lash  on  the  bolsters,  get  girt-lines  on  the 
cross-trees  to  send  up  the  rigging,  and  then  put  it  over  the 
mast-head,  first  the  shrouds,  then  the  backstays,  and  lastly  the 
head-stays.  Sway  the  topmast  on  end,  fid  it,  and  set  up  the 
rigging. 

To  GET  ON  A  TOPMAST-CAP. — In  vessels  of  the  largest  class, 
it  may  be  necessary  to  send  up  the  cap  in  the  following  man- 
ner, but  it  can  usually  be  got  up  by  hand.  Or  it  may  be  fitted 
and  the  rigging  put  on  over  it.  Send  the  cap  up  to  the  cross- 
trees  by  girt-lines,  and  place  the  round  hole  of  the  cap  over  the 
forward  hole  of  the  cross-trees ;  send  aloft  a  topgallant  stud- 
dingsail  boom,  and  point  its  upper  end  through  the  holes  in  the 
cross-trees  and  cap,  and  lash  the  cap  to  it.  Hook  a  tackle  or 
girt-line  to  a  strap  on  the  lower  end  of  the  spar,  and  sway  away 
until  the  cap  is  over  the  mast-head.  Slue  the  spar  so  that  the 
cap  may  come 'fair,  lower  away,  and  place  the  cap  upon  the 
mast-head.  Unlash  the  spar  and  send  it  down. 

To  RIG  OUT  A  JTB-BOOM. — Point  the  cruter  end  through  the  col- 
lars of  the  stays.  Reeve  the  heel-rope  through  a  block  at  the 
bowsprit  cap,  through  the  sheave-hole  at  the  heel  of  the  boom, 
and  secure  the  end  to  an  eye-bolt  in  the  cap  on  the  opposite 
side.  Rig  the  boom  out  until  the  inner  sheave-hole  is  clear  of 
the  cap.  Tar  the  boom-end,  put  on  the  foot-ropes  and  guys,  and 


TO   RIG   MASTS   AND   YARDS.  33 

reeve  the  jib  stay.  Hoist  up  the  martingale  and  rig  it,  and 
reeve  the  martingale  stay  and  gaub-line.  Rig  the  boom  out  to 
its  place,  and  set  up  the  jib  and  martingale  stays. 

To  CROSS  A  LOWER  YARD. — If  the  yard  is  alongside,  reeve 
the  yard  rope  through  the  j  ear  block  at  the  mast-head,  make  it 
fast  to  the  slings  of  the  yard,  and  stop  it  out  to  the  yard-arm. 
Sway  away,  and  cast  off  the  stops  as  the  yard  comes  over  the 
side,  and  get  the  yard  across  the  bulwarks.  Lower  yards  are 
rigged  now  with  iron  trusses  and  quarter-blocks,  which  would 
be  fitted  before  rigging  the  yard.  Seize  on  the  clew-garnet 
block,  and  put  the  rigging  over  the  yard-arm ;  first  the  straps 
for  the  head-earings,  then  the  foot-ropes,  then  the  brace  blocks 
or  pennants,  and  last  the  eye  of  the  lift.  (The  lifts,  brace  pen- 
nants, and  foot-ropes  are  now  spliced  or  hooked  into  rings  with 
thimbles  on  an  iron  band,  round  the  yard-arm,  next  the  shoul- 
ders. In  this  way,  there  is  no  rope  of  any  kind  round  the  yard- 
arm.)  Reeve  the  lifts  and  braces,  get  two  large  tackles  from 
the  mast-head  to  the  quarters  of  the  yard,  and  sway  away  on 
them  and  on  the  lifts,  bearing  off  and  sluing  the  yard  by  means 
of  guys.  Secure  the  yard  by  the  iron  trusses,  and  haul  taut 
lifts  and  braces. 

To  CROSS  A  TOPSAIL  YARD. — As  topsail  yards  now  have  chain 
tyes,  there  are  no  tye-blocks  to  seize  on.  The  quarter-blocks 
are  first  seized  on,  and  the  parral  secured  at  one  end,  ready  to 
be  passed.  A  single  parral  has  an  eye  in  each  end,  and  one 
end  is  passed  under  the  yard  and  over,  and  the  eye  seized  to 
the  standing  part,  close  to  the  yard.  After  the  yard  is  crossed, 
the  other  end  is  passed  round  the  mast,  then  round  the  yard, 
and  seized  in  the  same  manner.  To  pass  a  double  parral,  pro- 
ceed in  the  same  manner,  except  that  the  seizings  are  passed 
so  as  to  leave  the  eyes  clear  and  above  the  standing  part,  and 
then  take  a  short  rope  with  an  eye  in  each  end,  pass  it  round 
the  mast,  and  seize  the  eyes  to  the  eyes  of  the  first  long  rope. 
The  parral  is  wormed,  served  and  leathered.  The  parral  being 
seized  at  one  end,  put  on  the  head-earing  straps,  the  foot-ropes, 
Flemish  horses,  and  brace  blocks.  Bend  the  yard-rope  to  the 
slings,  stop  it  out  to  the  yard-arm,  and  sway  away  until  the 
yard  is  up  and  down  ;  then  put  on  the  upper  lift  in  the  top  and 
the  lower  lift  on  deck,  and  reeve  the  braces.  Sway  away, 


34  TO   RIG   MASTS   AND   YARDS. 

cast  off  the  stops,  and  take  in  upon  the  lower  lift  as  the  yard 
rises,  till  the  yard  is  square ;  then  haul  taut  lifts  and  braces  and 
pass  the  parral. 

To  SEND  UP  A  TOPGALLANT  MAST. — Most  merchantmen 
carry  long  topgallant  masts.  In  these,  the  topgallant,  royal 
and  skysail  masts  are  all  one  stick.  A  short  topgallant  mast 
is  one  which  has  cross-trees,  and  above  which  a  fidded  royal- 
mast  may  be  rigged.  A  stump  topgallant  mast  has  no  cross- 
trees,  or  means  for  setting  a  mast  above  it,  and  is  carried  only  in 
bad  weather.  Some  short  topgallant  masts  are  rigged  with  a 
withe  on  the  after  part  of  the  mast-head,  through  which  a  slid- 
mg-gunter  royal-mast  is  run  up,  with  its  heel  resting  in  a  step 
on  the  topmast  cap. 

To  send  up  a  long  topgallant  mast,  put  the  jack  over  the 
topmast  cap,  with  a  grommet  upon  its  funnel  for  the  eyes  of 
the  rigging  to  rest  upon ;  send  up  the  rigging  by  girtlines,  and 
put  the  eyes  over  the  jack,  first  the  topgallant  shrouds,  backstays 
and  stays,  then  the  royal  rigging  in  the  same  order,  with  a 
grommet,  then  the  skysail  stay  and  backstay,  and  lastly  the 
truck.  Reeve  a  top-rope  forward  through  a  block  at  the  top- 
mast-head, through  the  hole  in  the  cross-trees;  through  the 
sheave-hole  at  the  foot  of  the  topgallant  mast ;  carry  it  up  the 
other  side,  and  make  it  fast  to  its  own  part  at  the  mast-head ; 
stop  it  along  the  mast,  and  bend  a  guy  to  the  heel.  Sway 
away,  and  point  through  the  jack ;  put  on  the  truck,  and  the 
skysail,  royal  and  topgallant  rigging  in  their  order ;  slue  the 
mast  so  as  to  bring  the  sheaves  of  the  tyes  fore-and-aft ;  cast 
off  the  end  of  the  top-rope,  the  mast  hanging  by  the  stops ; 
make  it  fast  to  an  eye-bolt  on  the  starboard  side  of  the  cap, 
and  sway  away.  When  high  enough,  fid  the  mast  and  set  up 
the  rigging. 

A  short  topgallant  mast  is  sent  up  like  a  topmast,  the  cross- 
trees  got  over  in  the  same  manner ;  and  the  fidded  royal-mast 
is  sent  up  like  a  long  topgallant  mast. 

To  RIG  OUT  A  FLYING  JIB-BOOM. — Ship  the  withe  on  the  jib- 
boom  end,  reeve  a  heel-rope  through  a  block  at  the  jib-boom 
end,  and  bend  it  to  the  heel  of  the  flying  jib-boom,  and  stop  it 
along,  out  to  the  end.  Haul  out  on  the  heel-rope,  point  through 
the  withe,  put  on  the  rigging,  in  the  same  order  with  that  of 


TO   RIG   MASTS   AND   YARDS.  35 

the  jib-boom ;  reeve  the  guys,  martingale,  flying  jib,  royal  and 
skysail  stays ;  rig  out,  and  set  up  the  rigging.  The  heel  of 
the  boom  rests  against  the  bowsprit  cap,  and  is  lashed  to  the 
jib-boom. 

The  flying  jib-boom  should  be  rigged  fully  out  before  the  fore 
topgallant  mast  is  swayed  on  end. 

To  CROSS  A  TOPGALLANT  YARD. — Seize  on  the  parral  and 
quarter-blocks  ;  reeve  the  yard-rope  through  the  sheave-hole  of 
the  topgallant  mast,  make  it  fast  to  the  slings  of  the  yard, 
and  stop  it  out  to  the  upper  end.  Sway  away,  and  when  the 
upper  yard-arm  has  reached  the  topmast-head,  put  on  the  upper 
lift  and  brace ;  sway  away  again,  put  on  the  lower  lift  and 
brace,  cast  off  all  the  stops,  settle  the  yard  down  square  by  lifts 
and  braces,  and  pass  the  parral  lashing. 

To  CROSS  ROYAL  YARDS. — The  royal  yards  are  crossed  in  the 
same  manner  as  the  topgallant  yards,  except  that  in  most  mer- 
chantmen they  would  be  sent  up  by  the  halyards  instead  of  a 
yard-rope.  If  there  is  not  a  standing  skysail,  the  quarter- 
blocks  on  the  royal  yard  will  be  single. 

SKYSAIL  YARDS. — If  the  skysail  is  a  standing  sail,  the  yard 
is  rigged  like  the  royal  yard,  with  lifts  and  braces,  and  the  sail 
is  fitted  with  sheets  and  clewlines  ;  but  if  it  is  a  flying  skysail, 
the  yard  has  neither  lifts  nor  braces,  and  the  clews  of  the  sail 
are  seized  out  to  the  royal  yard-arms.  There  are  various  ways 
of  rigging  a  flying  skysail,  of  which  the  following  is  believed 
to  be  as  convenient  as  any.  Let  the  royal  stay  go  round  the 
mast-head,  with  a  traveller,  above  the  yard,  so  that  the  stay  may 
travel  up  and  down  the  skysail  mast.  Seize  a  thimble  into 
the  stay,  close  against  the  forward  part  of  the  grommet ;  lead 
the  skysail  halyards  through  the  thimble,  and  make  them  fast 
to  the  centre  of  the  yard,  which  will  need  no  parral,  under- 
neath the  royal  stay.  Make  fast  the  ends  of  two  small  ropes 
for  downhauls,  to  the  skysail  yard,  about  half  way  out  on 
each  yard-arm,  and  reeve  them  through  small  cleats  on  the 
after  part  of  the  royal  yard,  the  same  distance  out  on  each 
yard-arm.  These  may  be  spliced  into  a  single  rope  below  the 
yard,  which  will  go  through  a  fair-leader  in  the  cross-trees 
to  the  deck.  By  this  means  the  skysail  may  be  taken  in  or 
set  without  the  necessity  of  sending  a  man  aloft.  Let  go  the 


36  TO   SEND   DOWN    MASTS   AND   YARDS. 

halyards  and  haul  on  the  downhaul,  and  the  yard  will  be 
brought  close  down  to  the  royal  yard.  To  hoist  it,  let  go  the 
downhaul  and  royal  stay,  and  haul  on  the  halyards.  When 
the  royal  is  taken  in,  haul  the  skysail  yard  down  with  the  royal 
yard,  and  furl  the  sail  in  with  the  royal. 


CHAPTER  V. 

TO    SEND   DOWN   MASTS    AND   YARDS. 

To  send  down  a  royal  yard— a  topgallant  yard— a  topgallant  mast.  To 
house  a  topgallant  mast.  To  send  down  a  topmast.  To  rig  in  a  jib 
boom. 

To  SEND  DOWN  A  ROYAL  YARD. — If  the  sail  is  hent  to  the 
yard,  furl  it,  making  the  gaskets  fast  to  the  tye.  Cast  off  the 
sheets  and  clewlines,  and  make  them  fast  to  the  jack.  Be  care- 
ful to  unreeve  the  clewlines  through  the  quarter-blocks.  Cast 
off  the  parral-lashing.  Overhaul  the  tye  a  little,  and  stop  it  to 
the  yard,  just  outside  of  the  quarter-block.  If  stopped  too  far 
out,  the  yard  will  not  hoist  high  enough  to  get  the  lower  lift 
off.  Sway  away  on  the  halyards,  which  will  cant  the  yard  and 
hoist  it.  When  high  enough,  cast  off  the  lower  lift  and  brace, 
(being  careful  not  to  let  the  brace  go,)  and  make  them  fast  to 
the  jack.  Lower  away,  and  as  the  upper  yard-arm  comes 
abreast  of  the  jack,  clap  a  stop  round  the  yard  and  tye,  near 
the  yard-arm,  and  cast  off  the  lift  and  brace,  making  them  fast 
to  the  jack.  Lower  away  to  the  deck. 

If  the  halyards  are  not  single,  the  yard  must  be  sent  down 
"by  a  yard-rope,  like  the  topgallant  yard.  In  some  vessels, 
instead  of  making  the  sheets  and  clewlines  fast  to  the  jack,  over- 
hand knots  are  taken  in  their  ends,  and  they  are  let  go.  The 
sheets  will  run  out  to  the  topgallant  yard-arms,  and  the  clew- 
lines will  run  to  the  fair-leaders  in  the  cross-trees.  In  port, 
the  main  royal  yard  is  sent  down  on  the  starboard  side,  and 


TO   SEND   DOWN  MASTS   AND  YARDS.  37 

the  fore  and  mizzen  on  the  larboard ;  but  at  sea,  the  tye  is 
stopped  out  on  the  lee  side,  and  the  yard  sent  down  in  any  way 
that  is  the  most  convenient. 

To   SEND  DOWN  A  TOPGALLANT    YARD. — Cast   off  the    sheets, 

bowlines,  buntlines  and  clewlines,  and  make  them  fast  to  the 
cross-trees.  Reeve  a  yard-rope  through  a  jack-block  at  the 
mast-head,  unhook  the  tye,  cast  off  the  parral-lashing,  bend 
the  yard-rope  to  the  slings  of  the  yard  by  a  fisherman's  bend, 
and  stop  it  to  the  quarters  of  the  yard.  Sway  away,  and  take 
off  the  lifts  and  braces,  as  with  the  royal  yard. 

To  SEND    DOWN   A  TOPGALLANT    MAST. Hook  the    top-block 

to  the  eye-bolt  at  the  larboard  side  of  the  topmast  cap ;  reeve 
the  mast-rope  through  it,  then  through  the  sheave-hole  in  the 
foot  of  the  topgallant  mast,  and  hitch  its  end  to  the  eye-bolt  on 
the  starboard  side  of  the  cap.  Come  up  the  rigging,  stays  and 
backstays,  and  guy  the  mast-head  by  them.  Hoist  a  little  on 
the  mast-rope,  and  take  out  the  fid.  (The  fid  should  always 
be  fastened  to  the  cross-trees  or  trestle-trees,  by  a  lanyard.) 
Lower  away  until  the  mast  is  a  little  short  of  being  through 
the  cap.  Then  seize  or  rack  together  both  parts  of  the  mast- 
rope  just  above  the  sheave-hole ;  cast  off  the  end  of  the  mast- 
rope,  letting  the  mast  hang  by  the  stops,  and  hitch  it  round 
the  mast-head  to  its  own  part,  below  the  cap.  Then  lower 
away  to  the  deck.  If  the  rigging  is  to  come  on  deck,  round  up 
the  mast-rope  for  a  girtline ;  if  it  is  to  remain  aloft,  lash  it  to 
the  topmast  cap,  render  the  shrouds  through  the  cross-trees,  and 
stop  them  up  and  down  the  topgallant  rigging.  Sheep-shank 
the  stays  and  backstays,  and  set  them  hand-taut.  If  the  top- 
mast is  also  to  be  sent  down,  take  off  the  topmast  cap  and 
send  it  on  deck. 

To  HOUSE  A  TOPGALLANT  MAST. — Proceed  in  the  same  man- 
ner, except  that  when  the  mast  is  low  enough,  belay  the  mast- 
rope,  pass  a  heel-lashing  through  the  fid-hole  and  round  the 
topmast. 

To  SEND  DOWN  A  TOPMAST. — Hook  the  top-block,  reeve  the 
mast-rope  through  it  and  through  the  sheave-hole  in  the  foot 
of  the  mast,  and  hitch  it  to  the  staple  at  the  other  side  of  the 
cap.  Lead  the  fall  through  a  snatch-block,  to  the  capstan. 
Sling  the  lower  yard,  if  it  is  to  remain  aloft,  and  unshackle 
4 


38  BENDING   AND   UNBENDING   SAILS. 

the  trusses,  if  they  are  of  iron.  Come  up  the  rigging,  stays 
and  backstays,  weigh  the  mast,  take  out  the  fid,  and  lower 
away.  If  the  rigging  is  to  remain  aloft,  lash  the  cross-trees  to 
the  lower  cap.  The  rigging  should  be  stowed  away  snugly  in 
the  top,  and  the  backstays  be  snaked  up  and  down  the  lower 
rigging. 

To  BIG  IN  A  JIB-BOOM. — Reeve  the  heel-rope  (if  necessary,) 
come  up  the  stay,  martingale  stay  and  guys  ;  unreeve  the  jib- 
stay,  station  hands  at  each  guy,  clear  away  the  heel-lashing, 
haul  in  upon  the  guys,  and  light  the  boom  on  board.  In  most 
cases  the  boom  will  come  in  without  a  heel-rope.  Make  fast 
the  eyes  of  the  rigging  to  the  bowsprit  cap,  and  haul  all  taut. 


CHAPTER  VI. 


BENDING   AND   UNBENDING   SAILS. 

To  bend  a  course.  To  send  up  a  topsail  by  the  halyards — by  the  bunt- 
lines.  To  bend  a  topgallant  sail — a  royal — a  jib — a  spanker — a  spen- 
cer. To  unbend  a  course — a  topsail— a  topgallant  sail  or  royal — a 
jib.  To  send  down  a  topsail  or  course  in  a  gale  of  wind.  To  bend  a 
topsail  in  a  gale  of  wind.  To  bend  one  topsail  or  course,  and  send 
down  the  other  at  the  same  time. 

To  BEND  A  COURSE. — Stretch  the  sail  across  the  deck,  for- 
ward of  the  mast  and  under  the  yard ;  being  careful  to  have 
the  after  part  of  the  sail  aft.  Seize  the  clew-garnet  blocks  to 
the  clews ;  also  the  tack  and  sheet  blocks,  unless  they  go  with 
hooks  or  clasps.  Reeve  the  buntlines  through  the  thimbles  of 
the  first  reef-band  forward,  if  they  are  made  to  go  so,  and  tog- 
gle their  ends  to  the  foot  of  the  sail,  or  carry  them  through  the 
eyelet-holes  and-  clinch  them  to  their  own  parts.  Reeve  the 
clew-garnets  and  leechlines  ;  carry  the  bights  of  the  buntlines 
under  the  sail,  and  rack  them  to  their  own  parts ;  stop  the  head 


BENDING   AND   UNBENDING   SAILS.  39 

of  the  sail  to  the  buntlines  below  the  rackings  ;  put  robands  to 
each  eyelet-hole  in  the  head  of  the  sail ;  fasten  the  head  and 
reef  earings  to  their  cringles,  reeving  the  end  of  the  reef-ear- 
ings  through  the  head-cringle  and  taking  a  bowline  with  them 
to  their  standing  parts,  and  hitching  the  head-earings  to  the 
buntlines.  Sway  away  on  the  buntlines,  leechlines  and  clew- 
garnets  ;  when  the  sail  is  up,  pass  the  head-earings,  reeving  aft 
through  the  straps  on  the  yard,  and  forward  through  the  head 
cringle.  Haul  out  on  the  earings,  making  the  sail  square  by 
the  glut,  and  pass  the  earings  round  the  yard,  over  and  under, 
through  the  head-cringle  at  each  turn,  and  make  the  end 
fast  around  the  first  turns.  If  the  sail  is  new,  ride  down  the 
head  rope  on  the  yard,  and  freshen  the  earings.  Make  fast  the 
head  of  the  sail  to  the  jackstay  by  robands,  and  cast  the  stops 
off  the  buntlines. 

To  BEND  A  TOPSAIL. — Make  fast  the  head  and  reef-earings 
to  their  cringles,  passing  the  end  of  each  reef-earing  through 
the  cringle  above  its  own  and  making  it  fast  by  a  bowline  to 
its  own  part.  Put  robands  to  each  eyelet-hole  in  the  head.  If 
the  sail  is  to  be  sent  up  by  the  topsail  halyards,  lay  it  on  deck 
abaft  the  foot  of  the  mast,  make  it  up  with  its  head  and  foot 
together,  having  the  head  and  first  reef  cringles  together  and 
out,  and  also  the  bowline  cringle  and  the  clews  out.  Bight 
the  sail  in  three  parts  on  a  pair  of  slings,  having  the  end  of 
the  sail  that  belongs  on  the  opposite  yard-arm  on  top.  Have 
the  fly-block  of  the  topsail  halyards  above  the  top,  and  rack  the 
runner  to  the  topmast  backstay  or  after  shroud.  Hook  the 
lower  block  to  the  slings  around  the  sail,  hoist  the  sail  up  into 
the  top,  cast  off  the  slings,  unhook  the  halyards,  and  pass 
the  upper  end  of  the  sail  round  forward  of  the  mast,  ready  for 
bending.  (If  the  vessel  is  rolling  or  pitching,  with  a  stiff 
breeze,  the  sail  may  be  guyed  and  steadied  as  it  goes  up,  by 
hooking  a  snatch-block,  moused,  to  the  slings  around  the  sail, 
passing  the  hauling  part  of  the  halyards  through  it,  and  through 
another  snatch-block  on  deck.)  Get  the  clewlines,  buntlines, 
sheets,  bowlines,  and  reef-tackles  ready  for  bending,  the  clove 
hooks  of  the  sheets  being  stopped  to  the  topmast  rigging. 
Hook  or  clasp  the  sheets  to  the  clews,  reeve  the  clewlines  and 
reef-tackles,  toggle  the  bowlines,  clinch  or  toggle  the  buntlines 


40  BENDING   AND   UNBENDING   SAILS. 

to  the  foot  of  the  sail,  and  stop  the  head  to  the  buntlines.  Hoist 
on  the  buntlines  and  haul  out  on  the  reef-tackles,  bringing  the 
sail  to  the  yard,  and  then  pass  the  head-earings  and  make  fast 
the  robands  as  for  a  course.  If  the  sail  is  to  be  sent  up  by  the 
buntlines,  lay  the  sail  on  the  deck  and  forward  of  the  anast, 
overhaul  the  buntlines  down  forward  of  the  yard,  on  each  side 
of  the  topmast  stay  and  on  the  same  side  of  the  lower  stay. 
Clinch  the  ends  to  the  foot  of  the  sail,  bight  them  around  un- 
der the  sail  and  rack  the  bights  to  their  standing  parts,  and  stop 
the  head  of  the  sail  to  the  standing  parts  below  the  rackings. 
Bend  one  bowline  to  the  centre  of  the  sail,  to  guy  it  in  going 
aloft.  Have  the  earings  bent  and  secured  as  before  described, 
and  the  bights  of  the  head-earings  hitched  to  the  buntlines. 
Sway  it  up  to  the  top,  and  haul  the  ends  in  on  each  side  of  the 
mast ;  reeve  the  clewlines  and  reef-tackles,  make  fast  the 
bowlines  and  sheets,  the  ends  of  which,  if  chain,  should  be 
racked  to  the  topmast  rigging,  ready  to  be  made  fast  to  the 
clews.  The  gear  being  bent,  hoist  on  the  buntlines,  haul  out 
on  the  reef-tackles,  pass  the  head-earings,  cut  the  stops  of  the 
buntlines,  and  make  fast  the  robands.  Middle  the  sail  on  the 
yard  by  the  glut,  or  by  the  centre  cringle. 

To  BEND  TOPGALLANT  SAILS  AND  ROYALS. — These  are  gene- 
rally bent  to  their  yards  on  deck ;  the  royals  always.  After 
being  bent  to  the  yard,  they  are  furled,  with  their  clews  out, 
ready  for  sending  aloft.  If  the  topgallant  sail  is  to  be  bent 
aloft,  send  it  up  to  the  topmast  cross-trees  by  the  clewlines, 
or  by  the  royal  halyards  ;  and  there  bend  on  the  sheets,  clew- 
lines, buntlines  and  bowlines,  and  bring  the  sail  to  the  yard  as 
with  a  topsail. 

To  BEND  A  JIB. — Bend  the  jib  halyards  round  the  body  of 
the  sail,  and  the  downhaul  to  the  tack.  Haul  out  on  the  down- 
haul,  hoisting  and  lowering  on  the  halyards.  Seize  the  tack 
to  the  boom,  the  hanks  to  the  luff  of  the  sail,  and  the  hal- 
yards to  its  head.  Reeve  the  downhaul  up  through  the  hanks 
and  make  it  fast  to  the  head  of  the  sail.  Seize  the  middle  of 
the  sheet-pennant  to  the  clew. 

In  some  vessels  the  hanks  are  first  seized  to  the  sail,  and 
the  jib-stay  unrove,  brought  in-board,  and  passed  down  through 


BENDING   AND   UNBENDING   SAILS.  41 

the  hanks,  as  the  sail  is  sent  out,  rove  in  its  place  and  set  up. 
This  is  more  troublesome,  and  wears  out  the  jib-stay. 

To  BEND  A  SPANKER. — Lower  the  gaff,  and  reeve  the  throat- 
rope  through  the  hole  in  the  gaff  under  the  jaws,  and  secure  it. 
Sometimes  the  head  of  the  luff  fits  with  a  hook.  Then  haul 
out  the  head  of  the  sail  by  the  peak-earing,  which  is  passed 
like  the  head-earing  of  a  topsail.  When  the  head-rope  is  taut, 
pass  the  lacings  through  the  eyelet-holes,  and  round  the  jack- 
stay.  Seize  the  bights  of  the  throat  and  peak  brails  to  the 
leech,  at  distances  from  the  peak  which  will  admit  of  the  sail's 
being  brailed  up  taut  along  the  gaff,  and  reeve  them  through 
their  blocks  on  the  gaff,  and  at  the  jaws,  on  each  side  of  the  sail. 
The  foot  brail  is  seized  to  the  leech  just  above  the  clew.  Soze 
the  luff  of  the  sail  to  the  hoops  or  hanks  around  the  spanker  mast, 
beginning  with  the  upper  hoop  and  hoisting  the  gaff  as  they 
are  secured.  The  tack  is  hooked  or  seized  to  the  boom  or  to 
the  mast.  Hook  on  the  outhaul  tackle.  This  is  usually  fitted 
with  an  eye  round  the  boom,  rove  through  a  single  block  at 
the  clew,  and  then  through  a  sheave-hole  in  the  boom. 

Some  spankers  are  bent  with  a  peak  outhaul ;  the  head 
t^jpersing  on  the  jackstay  of  the  gaff. 

THE  FORE  AND  MAIN  SPENCERS  are  bent  like  the  spanker, 
except  that  they  have  no  boom,  the  clew  being  hauled  aft  by  a 
sheet,  which  is  generally  a  gun-tackle  purchase,  hooked  to  an 
eye-bolt  in  the  deck. 

To  UNBEND  A  COURSE. — Haul  it  up,  cast  off  the  robands,  and 
make  the  buntlines  fast  round  the  sail.  Ease  the  earings  off 
together,  and  lower  away  by  the  buntlines  and  clew-garnets. 
At  sea,  the  lee  earing  is  cast  off  first,  rousing  in  the  lee  body 
of  the  sail,  and  securing  it  by  the  earing  to  the  buntlines. 

To  UNBEND  A  TOPSAIL. — Clew  it  up,  cast  off  the  robands, 
secure  the  buntlines  round  the  sail,  unhook  the  sheets,  and 
unreeve  the  clewlines  and  reef-tackles ;  ease  off  the  earings, 
and  lower  by  the  buntlines. 

A  topgallant  sail  is  unbent  in  the  same  manner,  and  sent  down 
by  the  buntlines.  A  royal  is  usually  sent  down  with  the  yard. 

To  UNBEND  A  JIB. — Haul  it  down,  cast  off  the  hank  seizings 
and  the  tack-lashing,  cast  off  and  unreeve  the  downhaul  and 
make  it  fast  round  the  sail,  and  cast  off  the  sheet-pennant 


42  BENDING   AND   UNBENDING   SAILS. 

lashings.  Haul  aboard  by  the  downhaul,  hoisting  clear  by 
the  halyards. 

The  rules  above  given  are  for  a  vessel  in  port,  with  squared 
yards.  If  you  are  at  sea  and  it  is  blowing  fresh,  and  the  top- 
sail or  course  is  reefed,  to  send  it  down,  you  must  cast  off  a 
few  robands  and  reef-points,  and  pass  good  stops  around  the 
sail;  then  secure  the  buntlines  also  around  it,  and  cast  off 
all  the  robands,  reef-points  and  reef-earings.  Bend  a  line  to 
the  lee  head-earing  and  let  it  go,  haul  the  sail  well  up  to 
windward,  and  make  fast  the  lee  earing  to  the  buntlines.  Get 
a  hauling  line  to  the  deck,  forward ;  ease  off  the  weather  ear- 
ing, and  lower  away. 

To  bend  a  new  topsail  in  a  gale  of  wind,  it  has  been  found 
convenient  to  make  the  sail  up  with  the  reef-bands  together, 
the  points  all  being  out  fair,  to  pass  several  good  stops  round  the 
sail,  and  send  up  as  before.  This  will  present  less  surface  to 
the  wind.  One  course  may  be  sent  up  as  the  other  goes  down, 
by  unbending  the  buntlines  from  the  foot  of  the  old  sail,  pass- 
ing them  down  between  the  head  of  the  sail  and  the  yard, 
bending  them  to  the  foot  of  the  new  sail,  and  making  the  new 
sail  up  to  be  sent  aloft  by  them,  as  before  directed.  Run  4fee 
new  sail  up  to  the  yard  abaft  the  old  one,  and  send  the  old  one 
down  by  the  leechlines  and  the  head-earings,  bent  to  the  top- 
mast studdingsail  halyards,  or  some  other  convenient  rope. 

One-  topsail  may  be  sent  up  by  the  topsail  halyards,  got 
ready  for  bending,  and  brought  to  the  yard,  while  the  old  one  is 
sent  down  by  the  buntlines. 


WORK   UPON   RIGGING. — ROPE.  43 


CHAPTER    VII. 

WORK  UPON   RIGGING. ROPE,    KNOTS,    SPLICES,   BENDS   AND 

HITCHES. 

Kinds  of  rope.  Spunyarn.  Worming.  Parcelling.  Service.  Short 
splice.  Long  splice.  Eye  splice.  Flemish  eye.  Spindle  eye.  Cut 
splice.  Grommet.  Single  and  double  wall.  Matthew  Walker.  Sin- 
gle and  double  diamond.  Spritsail  sheet  knot.  Stopper  knot.  Shroud 
knot.  French  shroud  knot.  Buoy-rope  knot.  Half-hitches.  Clove 
hitch.  Overhand  knot.  Figure-of-eight.  Bowline.  Running  bow- 
line. Bowline-upon-a-bight.  Square  knot.  Timber  hitch.  Rolling 
hitch.  Blackwall  hitch.  Cat's  paw.  Sheet  bend.  Fisherman's  bend. 
Carrick  bend.  Bowline  bend.  Sheep-shank.  Selvagee.  Marlin- 
spike  hitch.  Round  seizing.  Throat  seizing.  Stopping.  Nippering. 
Racking.  Pointing.  Snaking.  Grafting.  Foxes.  Spanish  foxes. 
Gaskets.  Sennit.  To  bend  a  buoy-rope.  To  pass  a  shear -lashing. 

THOSE  ropes  in  a  ship  which  are  stationary  are  called  stand- 
ing rigging,  as  shrouds,  stays,  backstays,  &c.  Those  which 
reeve  through  blocks  or  sheave-holes,  and  are  hauled  and  let 
go,  are  called^the  running  rigging,  as  braces,  halyards,  bunt- 
lines,  clewlines,  &c. 

A  rope  is  composed  of  threads  of  hemp,  or  other  stuff.  These 
threads  are  called  yarns.  A  number  %)f  these  yarns  twisted 
together  form  a  strand,  and  three  or  more  strands  twisted 
together  form  the  rope. 

The  ropes  in  ordinary  use  on  board  a  vessel  are  composed 
of  three  strands,  laid  RIGHT  HANDED,  (1.)  or,  as  it  is  called, 
with  the  sun.  Occasionally  a  piece  of  large  rope  will  be  found 
laid  up  in  four  strands,  also  with  the  sun.  This  is  generally 
used  for  standing  rigging,  tacks,  sheets,  &c.,  and  is  sometimes 
called  shroud-laid. 

A  CABLE -LAID  ROPE  (2.)  is  composed  of  nine  strands,  and 
is  made  by  first  laying  them  into  three  ropes  of  three  strands 
each,  with  the  sun,  and  then  laying  the  three  ropes  up  together 
into  one,  left-handed,  or  against  the  sun.  Thus,  cable-laid  rope 
is  like  three  small  common  ropes  laid  up  into  one  large  one. 


44  WORK   UPON   RIGGING. — SMALL    STUFF. 

Formerly,  the  ordinary  three-stranded  right-hand  rope  was 
called  hawser-laid,  and  the  latter  cable-laid,  and  they  will  be 
found  so  distinguished  in  the  books;  but  among  sea-faring 
men  now,  the  terms  hawser-laid  and  cable-laid  are  applied 
indiscriminately  to  nine-strand  rope,  and  the  three  stranded, 
being  the  usual  and  ordinary  kind  of  rope,  has  no  particular 
name,  or  is  called  right-hand  rope. 

Right-hand  rope  must  be  coiled  with  the  sun,  and  cable-laid 
rope  against  the  sun. 

SPUNTARN  is  made  by  twisting  together  two  or  more  yarns 
taken  from  old  standing  rigging,  and  is  called  two-yarn  or 
three-yarn  spunyarn,  according  to  the  number  of  yarns  of 
which  it  is  composed.  Junk,  or  old  rigging,  is  first  unlaid 
into  strands,  and  then  into  yarns,  and  the  best  of  these  yarns 
made  up  into  spunyarn,  which  is  used  for  worming,  serving, 
seizing,  &c.  Every  merchant  vessel  carries  a  spunyarn-winch, 
for  the  manufacturing  of  this  stuff,  and  in  making  it,  the  wheel 
is  turned  against  the  sun,  which  lays  the  stuff  up  with  the  sun. 

WORMING  a  rope,  is  filling  up  the  divisions  between  the 
strands,  by  passing  spunyarn  along  them,  to  render  the  surface 
smooth  for  parcelling  and  serving. 

PARCELLING  a  rope  is  wrapping  narrow  strips  of  canvass 
about  it,  well  tarred,  in  order  to  secure  it  from  being  injured  by 
rain-water  lodging  between  the  parts  of  the  service  when  worn. 
The  parcelling  is  put  on  with  the  lay.  of  the  rope. 

SERVICE  is  the  laying  on  of  spunyarn,  or  other  small  stuff,  in 
turns  round  the  rope,  close  together,  and  hove  taut  by  the  use 
of  a  serving-board  for  small  rope,  and  serving-mallet  for  large 
rope.  Small  ropes  are  sometimes  served  without  being  worm- 
ed, as  the  crevices  between  the  strands  are  not  large  enough 
to  make  the  surface  very  uneven ;  but  a  large  rope  is  always 
wormed  and  parcelled  before  being  served.  The  service  is  put 
on  against  the  lay  of  the  rope. 

SPLICING,  is  putting  the  ends  of  ropes  together  by  opening 
the  strands  and  placing  them  into  one  another,  or  by  putting  the 
strands  of  the  ends  of  a  rope  between  those  of  the  bight. 

A  SHORT  SPLICE.  (3.)  Unlay  the  strands  for  a  convenient 
length ;  then  take  an  end  in  each  hand,  place  them  one  within  the 
other,  and  draw  them  close.  Hold  the  end  of  one  rope  and  the 


WORK    UPON    RIGGING. SPLICES.  45 

three  strands  which  come  from  the  opposite  rope  fast  in  the 
left  hand,  or,  if  the  rope  be  large,  stop  them  down  to  it  with  a 
rope-yarn.  Take  the  middle  strand,  which  is  free,  pass  it  over 
the  strand  which  is  first  next  to  it,  and  through  under  the 
second,  and  out  between  the  second  and  third  from  it,  and  haul 
it  taut.  Pass  each  of  the  six  strands  in  the  same  manner ; 
first  those  on  one  side,  and  then  those  on  the  other.  The 
same  operation  may  be  repeated  with  each  strand,  passing 
each  over  the  third  from  it,  and  under  the  fourth,  and  through ; 
or,  as  is  more  usual,  after  the  ends  have  been  stuck  once, 
untwist  each  strand,  divide  the  yarns,  pass  one  half  as  above 
described,  and  cut  off  the  other  half.  This  tapers  the  splice. 

A  LONG  SPLICE.  (4.)  Unlay  the  ends  of  two  ropes  to  a  dis- 
tance three  or  four  times  greater  than  for  a  short  splice,  and  place 
them  within  one  another  as  for  a  short  splice.  Unlay  one 
strand  for  a  considerable  distance,  and  fill  up  the  interval  which 
it  leaves  with  the  opposite  strand  from  the  other  rope,  and 
twist  the  ends  of  these  two  together.  Then  do  the  same  with 
two  more  strands.  The  two  remaining  strands  are  twisted 
together  in  the  place  where  they  were  first  crossed.  Open  the 
two  last  named  strands,  divide  in  two,  take  an  overhand  knot 
with  the  opposite  halves,  and  lead  the  ends  over  the  next 
strand  and  through  the  second,  as  the  whole  strands  were 
passed  for  the  short  splice.  Cut  off  the  other  two  halves.  Do 
the  same  with  the  others  that  are  placed  together,  dividing, 
knotting,  and  passing  them  in  the  same  manner.  Before  cut- 
ting off  any  of  the  half  strands,  the  rope  should  be  got  well 
upon  a  stretch.  Sometimes  the  whole  strands  are  knotted^ 
then  divided,  and  the  half  strands  passed  as  above  described. 

AN  EYE  SPLICE.  (5.)  Unlay  the  end  of  a  rope  for  a  short 
distance,  and  lay  the  three  strands  upon  the  standing  part,  so 
as  to  form  an  eye.  Put  one  end  through  the  strand  next  to  it. 
Put  the  next  end  over  that  strand  and  through  the  second ;  and 
put  the  remaining  end  through  the  third  strand,  on  the  other 
side  of  the  rope.  Taper  them,  as  in  the  short  splice,  by  divid- 
ing the  strands  and  sticking  them  again. 

A  FLEMISH  EYE.  (6.)  Take  the  end  of  a  rope  and  unlay  one 
strand.  Form  an  eye  by  placing  the  two  remaining  ends  against 
the  standing  part.  Pass  the  strand  which  has  been  unlaid  over 


46  WORK    UPON   RIGGING. — KNOTS. 

the  end  and  in  the  intervals  round  the  eye,  until  it  returns 
down  the  standing  part,  and  lies  under  the  eye  with  the  strands. 
The  ends  are  then  scraped  down,  tapered,  marled,  and  served 
over  with  spunyarn. 

AN  ARTIFICIAL  OR  SPINDLE  EYE. — Unlay  the  end  of  a  rope  and 
open  the  strands,  separating  each  rope  yarn.  Take  a  piece  of 
wood,  the  size  of  the  intended  eye,  and  hitch  the  yarns  round  it. 
Scrape  them  down,  marl,  parcel,  and  serve  them.  This  is  now 
usually  called  a  FLEMISH  EYE. 

A  CUT  SPLICE  .  (7.)  Cut  a  rope  in  two,  unlay  each  end  as  for  a 
short  splice,  and  place  the  ends  of  each  rope  against  the  stand- 
ing part  of  the  other,  forming  an  oblong  eye,  of  the  size  you 
wish.  Then  pass  the  ends  through  the  strands  of  the  standing 
parts,  as  for  a  short  splice. 

A  GROMMET.  (8.)  Take  a  strand  just  unlaid  from  a  rope, 
with  all  its  turns  in  it,  and  form  a  ring  of  the  size  you  wish,  by 
putting  the  end  over  the  standing  part.  Then  take  the  long 
end  and  carry  it  -twice  round  the  ring,  in  the  crevices,  following 
the  lay,  until  the  ring  is  complete.  Then  take  an  overhand 
knot  with  the  two  ends,  divide  the  yarns,  and  stick  them  as  in 
a  long  splice. 

A  SINGLE  WALL  KNOT.  (9.)  Unlay  the  end  of  a  rope.  Form 
a  bight  with  one  strand,  holding  its  end  down  to  the  standing 
part  in  your  left  hand.  Pass  the  end  of  the  next  strand  round 
this  strand.  Pass  the  remaining  strand  round  the  end  of  the 
second  strand,  and  up  through  the  bight  which  was  made  by 
the  first  strand.  Haul  the  ends  taut  carefully,  one  by  one. 
^A  SINGLE  WALL,  CROWNED.  (10.)  Make  the  single  wall  as 
before,  and  lay  one  end  over  the  top  of  the  knot.  Lay  the 
second  end  over  the  first,  and  the  third  over  the  second  and 
through  the  bight  of  the  first. 

A  DOUBLE  WALL.  (11.)  Make  the  single  wall  slack,  and 
crown  it,  as  above.  Then  take  one  end,  bring  it  underneath 
the  part  of  the  first  walling  next  to  it,  and  push  it  up  through 
the  same  bight.  Do  the  same  with  the  other  strands,  pushing 
them  up  through  two  bights.  Thus  made,  it  has  a  double 
wall  and  a  single  crown. 

A  DOUBLE  WALL,  DOUBLE  CROWNED.  (12.)  Make  the  double 
wall,  single  crowned,  as  above.  Then  lay  the  strands  by  the 


WORK    UPON    RIGGING. — KNOTS  47 

sides  of  those  in  the  single  crown,  pushing  them  through  the 
same  bight  in  the  single  crown,  and  down  through  the  double 
walling.  This  is  sometimes  called  a  TACK  KNOT,  or  a  TOP- 
SAIL SHEET  KNOT. 

A  MATTHEW  WALKER  KNOT.  (13.)  Unlay  the  end  of  a  rope. 
Take  one  strand  round  the  rope  and  through  its  own  bight ;  then 
the  next  strand  underneath,  through  the  bight  of  the  first,  and 
through  its  own  bight;  and  the  third  strand  underneath, 
through  both  the  other  bights,  and  through  its  own  bight. 

A  SINGLE  DIAMOND  KNOT.  (14*)  Unlay  the  end  of  a  rope  for 
a  considerable  distance,  and  with  the  strands  form  three  bights 
down  the  side  of  the  rope,  holding  them  fast  with  the  left  hand. 
Take  the  end  of  one  strand  and  pass  it  with  the  lay  of  the  rope 
over  the  strand  next  to  it,  and  up  through  the  bight  of  the  third. 
Take  the  end  of  the  second  strand  over  the  third  and  up 
through  the  bight  of  the  first.  Take  the  end  of  the  third  strand 
over  the  first  and  up  through  the  bight  of  the  second.  Haul 
taut,  and  lay  the  ends  up  together. 

A  DOUBLE  DIAMOND  KNOT.  (15.)  Make  a  single  diamond,  as 
above,  without  laying  the  ends  up.  Follow  the  lead  of  the  sin- 
gle knot  through  two  single  bights,  the  ends  coming  out  at  the 
top  of  the  knot.  Lead  the  last  strand  through  two  double 
bights.  Haul  taut,  and  lay  the  ends  up. 

A  SPRITSAIL  SHEET  KNOT.  (16.)  Unlay  two  ends  of  a  rope, 
and  place  the  two  parts  together.  Make  a  bight  with  one  strand. 
"Wall  the  six  strands  together,  like  a  single  walling  made  with 
three  strands ;  putting  the  second  over  the  first,  and  the  third 
over  the  second,  and  so  on,  the  sixth  being  passed  over  the 
fifth  and  through  the  bight  of  the  first.  Then  haul  taut.  It 
may  be  crowned  by  taking  two  strands  and  laying  them  over 
the  top  of  the  knot,  and  passing  the  other  strands  alternately 
over  and  under  those  two,  hauling  them  taut.  It  may  be  dou- 
ble walled  by  next  passing  the  strands  under  the  wallings  on 
the  left  of  them,  and  through  the  small  bights,  when  the  ends 
will  come  up  for  the  second  crowning ;  which  is  done  by  fol- 
lowing the  lead  of  the  single  crowning,  and  pushing  the  ends 
through  the  single  walling,  as  with  three  strands,  before  de- 
scribed. This  is  often  used  for  a  stopper  knot. 

A  STOPPER  KNOT. — Single  wall  and  doable  wall,  without 
crowning,  and  stop  the  ends  together. 


48  WORK    UPON   RIGGING. — KNOTS   AND   HITCHES 

A  SHROUD  KNOT. — Unlay  tne  ends  of  two  ropes,  and  place 
the  strands  in  one  another,  as  for  a  short  splice.  Single  wall 
Jhe  strands  of  one  rope  round  the  standing  part  of  the  other, 
against  the  lay.  Open  the  ends,  taper,  marl,  and  serve  them. 

A  FRENCH  SHROUD  KNOT. — Place  the  ends  of  two  ropes  as 
before.  Lay  the  ends  of  one  rope  back  upon  their  own  part, 
and  single  wall  the  other  three  strands  round  the  bights  of 
the  first  three  and  the  standing  part.  Taper  the  ends,  as  be- 
fore. 

A  BUOY-ROPE  KNOT. — Ualay  the  strands  of  a  cable-laid 
rope,  and  also  the  small  strands  of  each  large  strand.  Lay  the 
large  ones  again  as  before,  leaving  the  small  ones  out.  Sin- 
gle and  double  wall  the  small  strands  (as  for  a  stopper  knot) 
round  the  rope,  worm  them  along  the  divisions,  and  stop 
their  ends  with  spunyarn. 

A  TURKS-HEAD.  (17.)  This  is  worked  upon  a  rope  with  a 
piece  of  small  line.  Take  a  clove-hitch  slack  with  the  line 
round  the  rope.  Then  take  one  of  the  bights  formed  by  the 
clove-hitch  and  put  it  over  the  other.  Pass  the  end  under,  and 
up  through  the  bight  which  is  underneath.  Then  cross  the 
bights  again,  and  put  the  end  round  again,  under,  and  up 
through  the  bight  which  is  underneath.  After  this,  follow 
the  lead,  and  it  will  make  a  turban,  of  three  parts  to  each 
cross. 

Two  HALE-HITCHES.  (18.)  Pass  the  end  of  a  rope  round  the 
standing  part  and  bring  it  up  through  the  bight.  This  is  a  half- 
hitch.  Take  it  round  again  in  the  same  manner  for  two 
half-hitches. 

A  CLOVE-HITCH  (19.)  is  made  by  passing  the  end  of  a  rope 
round  a  spar,  over,  and  bringing  it  under  and  round  behind  its 
standing  part,  over  the  spar  again,  and  up  through  its  own 
part.  It  may  then,  if  necessary,  be  stopped  or  hitched  to  its 
own  part :  the  only  difference  between  two  half-hitches  and  a 
clove-hitch  being  that  one  is  hitched  round  its  own  standing 
part,  and  the  other  is  hitched  round  a  spar  or  another  rope. 

AN  OVERHAND  KNOT.  (20.)  Pass  the  end  of  a  rope  over  the 
standing  part,  and  through  the  bight. 

A  FIGURE-OF-EIGHT.  (21.)  Pass  the  end  of  a  rope  over  and 
round  the  standing  part,  up  over  its  own  part,  and  down 
through  the  bight. 


WORK    UPON   RIGGING. — KNOTS    AND    HITCHES.  49 

A  BOWLINE  KNOT.  (22.)  Take  the  end  of  a  rope  in  your  right 
hand,  and  the  standing  part  in  your  left.  Lay  the  end  over 
the  standing  part,  and  with  the  left  hand  make  a  bight  of  the 
standing  part  over  it.  Take  the  end  under  the  lower  stand- 
ing part,  up  over  the  cross,  and  down  through  the  bight. 

A  RUNNING  BOWLINE. — Take  the  end  round  the  standing 
part,  and  make  a  bowline  upon  its  own  part. 

A  BOWLINE  UPON  A  BIGHT.  (23.)  Middle  a  rope,  taking  the 
two  ends  in  your  left  hand,  and  the  bight  in  your  right.  Lay 
the  bight  over  the  ends,  and  proceed  as  in  making  a  bowline, 
making  a  small  bight  with  your  left  hand  of  the  ends,  which 
are  kept  together,  over  the  bight  which  you  hold  in  your  right 
hand.  Pass  the  bight  in  your  right  hand  round  under  the 
ends  and  up  over  the  cross.  So  far,  it  is  like  a  common  bow- 
line, only  made  with  double  rope  instead  of  single.  Then 
open  the  bight  in  your  right  hand  and  carry  it  over  the  large 
bights,  letting  them  go  through  it,  and  bring  it  up  to  the  cross 
and  haul  taut. 

A  SQUARE  KNOT.  (24.)  Take  an  overhand  knot  round  a 
spar.  Take  an  end  in  each  hand  and  cross  them  on  the  same 
side  of  the  standing  part  upon  which  they  came  up.  Pass 
one  end  round  the  other,  and  bring  it  up  through  the  bight. 
This  is  sometimes  called  a  REEF-KNOT.  If  the  ends  are 
crossed  the  wrong  way,  sailors  call  it  a  GRANNY-KNOT. 

A  TIMBER  HITCH.  (25.)  Take  the  end  of  a  rope  round  a  spar, 
lead  it  under  and  over  the  standing  part,  and  pass  two  or 
more  round-turns  round  its  own  part. 

A  ROLLING  HITCH. — Pass  the  end  of  a  rope  round  a  spar. 
Take  it  round  a  second  time,  nearer  to  the  standing  part. 
Then  carry  it  across  the  standing  part,  over  and  round  the 
spar,  and  up  through  the  bight.  A  strap  or  a  tail-block  is 
fastened  to  a  rope  by  this  hitch. 

A  bend,  sometimes  called  a  rolling  hitch,  is  made  by  two 
round-turns  round  a  spar  and  two  half-hitches  round  the 
standing  part;  but  the  name  is  commonly  applied  to  the  for- 
mer hitch. 

A  BLACKWALL  HITCH.  (26.)  Form  a  bight  by  putting  the 
end  of  a  rope  across  and  under  the  standing  part.  Put  the 
bight  over  the  hook  of  a  tackle,  letting  the  hook  go  through  it, 
5 


50  WORK    UPON    RIGGING. — BENDS   AND   HITCHES. 

the  centre  of  the  bight  resting  against  the  back  of  the  hook, 
and  the  end  jammed  in  the  bight  of  the  hook,  by  the  standing 
part  of  the  rope. 

A  CAT'S  PAW.  (27.)  Make  a  large  bight  in  a  rope,  and  spread 
it  open,  putting  one  hand  at  one  part  of  the  bight  and  the  other 
at  the  other,  and  letting  the  standing  part  and  end  come 
together.  Turn  the  bight  over  from  you,  three  times,  and  a 
small  bight  will  be  formed  in  each  hand.  Bring  the  two 
small  bights  together,  and  put  the  hook  of  a  tackle  through 
them  both. 

A  SHEET  BEND.  (28.)  Pass  the  end  of  a  rope  up  through  the 
bight  of  another,  round  both  parts  of  the  other,  and  under  its 
own  part. 

A  FISHERMAN'S  BEND.  (29.)  Used  for  bending  studdingsail 
halyards  to  the  yard.  Take  two  turns  round  the  yard  with  the 
end.  Hitch  it  round  the  standing  part  and  both  the  turns. 
Then  hitch  it  round  the  standing  part  alone. 

A  CARRICK  BEND.  (30.)  Form  a  bight  by  putting  the  end  of 
a  rope  over  its  standing  part.  Take  the  end  of  a  second  rope 
and  pass  it  under  the  standing  part  of  the  first,  over  the  end, 
and  up  through  the  bight,  over  its  own  standing  part,  and 
down  through  the  bight  again. 

A  BOWLINE  BEND. — This  is  the  most  usual  mode  of  bending 
warps,  and  other  long  ropes  or  cables,  together.  Take  a  bow- 
line in  the  end  of  one  rope,  pass  the  end  of  the  other  through 
the  bight,  and  take  a  bowline  with  it  upon  its  own  standing 
part.  Long  lines  are  sometimes  bent  together  with  half- 
hitches  on  their  own  standing  parts,  instead  of  bowlines,  and 
the  ends  seized  strongly  down. 

A  SHEEP-SHANK.  (31.)  Make  two  long  bights  in  a  rope, 
which  shall  overlay  one  another.  Take  a  half-hitch  over  the 
end  of  each  bight  with  the  standing  part  which  is  next  to  it. 

A  SELVAGEE. — Lay  rope  yarns  round  and  round  in  a  bight, 
and  marl  them  down  with  spunyarn.  These  are  used  for 
neat  block-straps,  and  as  straps  to  go  round  a  spar  for  a  tackle 
to  hook  into,  for  hoisting. 

A  MARLINSPIKE  HITCH. — Lay  the  marlinspike  upon  tne 
seizing-stuff,  and  bring  the  end  over  the  standing  part  so  as  to 
form  a  bight.  Lay  this  bight  back  over  the  standing  part, 


WORK    UPON    RIGGINu.  51 

putting  the  marlinspike  down  through  the  bight,  under  the 
standing  part,  and  up  through  the  bight  again. 

To  PASS  A  ROUND  SEIZING. — Splice  a  small  eye  in  the  end  of 
the  stuff,  take  the  other  end  round  both  parts  of  the  rope,  and 
reeve  it  through  the  eye.  Pass  a  couple  of  turns,  then  take  a 
marlinspike-hitch,  and  heave  them  taut.  Pass  six,  eight  or 
ten  turns  in  the  same  manner,  and  heave  them  taut.  Put  the 
end  through  under  these  turns  and  bring  it  out  between  the  two 
last  turns,  or  through  the  eye,  and  pass  five,  seven  or  nine 
turns  (one  less  than  the  lower  ones)  directly  over  these,  as 
riders.  The  riders  are  not  hove  so  taut.  Pass  the  end  up 
through  the  seizings,  and  take  two  cross  turns  round  the 
whole  seizing  between  the  two,  passing  the  end  through  the 
last  turn,  and  heaving  taut.  If  the  seizing  is  small  cordage, 
take  a  wall-knot  in  the  end;  if  spunyarn,  an  overhand  knot. 
The  cross  turns  are  given  up  now  in  nearly  all  vessels. 
After  the  riding  turns  are  passed,  the  end  is  carried  under  the 
turns,  brought  out  at  the  other  end,  and  made  fast  snugly  to 
the  standing  part  of  the  rigging. 

A  THROAT  SEIZING,  where  rigging  is  turned  in,  is  passed  and 
made  fast  like  the  preceding,  there  being  no  cross  turns.  A 
neat  way  to  pass  a  throat  seizing  is  to  pass  the  turns  rather 
slack,  put  a  strap  upon  the  end  of  the  rigging,  take  a  hand- 
spike or  heaver  to  it  and  bear  it  down,  driving  home  the  seiz- 
ing with  a  mallet  and  small  fid. 

STOPPING,  is  fastening  two  parts  of  a  rope  together  as  for  a 
round  seizing,  without  a  crossing. 

NIPPERING,  is  fastening  them  by  taking  turns  crosswise 
between  the  parts,  to  jam  them  ;  and  sometimes  with  a  round 
turn  before  each  cross.  These  are  called  racking  turns.  Pass 
riders  over  these  and  fasten  the  end. 

POINTING. — Unlay  the  end  of  a  rope  and  stop  it.  Take  out 
as  many  yarns  as  are  necessary,  and  split  each  yarn  in  two, 
and  take  two  parts  of  different  yarns  and  twist  them  up  taut 
into  nettles.  The  rest  of  the  yarns  are  combed  down  with  a 
knife.  Lay  half  the  nettles  down  upon  the  scraped  part, 
the  rest  back  upon  the  rope,  and  pass  three  turns  of  twine 
taut  round  the  part  where  the  nettles  separate,  and  hitch  the 
twine,  which  is  called  the  warp.  Lay  the  nettles  backwards 


52  WORK   UPON   RIGGING. 

and  forwards  as  before,  passing  the  warp,  each  time.  The 
ends  may  be  whipped  and  snaked  with  twine,  or  the  nettles 
hitched  over  the  warp  and  hauled  taut.  The  upper  seizing 
must  be  snaked.  If  the  upper  part  is  too  weak  for  pointing, 
put  in  a  piece  of  stick. 

SNAKING  a  seizing,  is  done  by  taking  the  end  under  and 
over  the  outer  turns  of  the  seizing  alternately,  passing  over 
the  whole.  There  should  be  a  marline-hitch  at  each  turn. 

GRAFTING. — Unlay  the  ends  of  two  ropes  and  put  them 
together  as  for  a  short  splice.  Make  nettles  of  the  strands  as 
before.  Pass  the  warp  and  nettles  belonging  to  the  lower 
strands  along  the  rope,  as  in  pointing ;  then  the  nettles  of  the 
upper  strands  in  the  same  manner.  Snake  the  seizing  at 
each  end. 

FOXES  are  made  by  twisting  together  three  or  more  rope- 
yarns  by  hand,  and  rubbing  them  hard  with  tarred  canvass. 
Spanish  foxes  are  made  of  one  rope-yarn,  by  unlaying  it  and 
laying  it  up  the  other  way. 

GASKETS. — Take  three  or  four  foxes,  middle  them,  and  plait 
them  together  into  sennit.  This  is  done  by  bringing  the  two 
outside  foxes  alternately  over  to  the  middle.  The  outside 
ones  are  laid  with  the  right  hand,  and  the  remainder  are 
held  and  steadied  with  the  left.  Having  plaited  enough  for 
an  eye,  bring  all  the  parts  together,  and  work  them  all  into 
one  piece,  in  the  same  manner.  Take  out  foxes  at  proper 
intervals.  When  finished,  one  end  must  be  laid  up,  the 
other  plaited,  and  the  first  hauled  through.  The  name  sennit 
is  generally  given  to  rope  yarns  plaited  in  the  same  manner 
with  these  foxes.  Sennit  made  in  this  way  must  have  an 
odd  number  of  parts.  FRENCH  SENNIT  is  made  with  an  even 
number,  taken  over  and  under  every  other  time. 

To  BEND  A  BUOY-ROPE.  Reeve  the  end  through  the  eye  in 
the  other  end,  put  it  over  one  arm  of  the  anchor,  and  haul 
taut.  Take  a  hitch  over  the  other  arm.  Or,  take  a  clove- 
hitch  over  the  crown,  stopping  the  end  to  its  own  part,  or  to 
the  shank. 

To  PASS  A  SHEAR-LASHING. — Middle  the  lashing  and  take  a 
good  turn  round  both  legs,  at  the  cross.  Pass  one  end  up  and 
the  other  down,  around  and  over  the  cross,  until  half  of  the 


BLOCKS   AND   PURCHASES.  53 

lashing  is  expended.  Then  ride  both  ends  back  again  on  their 
own  parts  and  knot  them  in  the  middle.  Frap  the  first  and 
riding  turns  together  on  each  side  with  sennit. 


CHAPTER  VIII. 

BLOCKS   AND   PURCHASES. 

Parts  of  a  block.  Made  and  morticed  blocks.  Bull's-eye.  Dead-eye. 
Sister-block.  Snatch-block.  Tail-block.  Whip.  Gun-tackle.  Luff- 
tackle.  Whip-upon-whip.  LufF-upon-lufF.  Watch  or  tail-tackle. 
Runner-tackle. 

BLOCKS  are  of  two  kinds,  made  and  morticed.  A  made  block 
consists  of  four  parts, — the  shell,  or  outside ;  the  sheave,  or  wheel 
on  which  the  rope  turns ;  the  pin,  or  axle  on  which  the  wheel 
turns ;  and  the  strap,  either  of  rope  or  iron,  which  encircles 
the  whole,  and  keeps  it  in  its  place.  The  sheave  is  generally 
strengthened  by  letting  in  a  piece  of  iron  or  brass  at  the  centre, 
called  a  lush. 

A  MORTICED  BLOCK  is  made  of  a  single  block  of  wood,  mor- 
ticed out  to  receive  a  sheave. 

All  blocks  are  single,  double,  or  three-fold,  according  to  the 
number  of  sheaves  in  them. 

There  are  some  blocks  that  have  no  sheaves ;  as  follows : 
a  bull's-eye,  which  is  a  wooden  thimble  without  a  sheave, 
having  a  hole  through  the  centre  and  a  groove  round  it ;  and 
a  dead-eye,  which  is  a  solid  block  of  wood  made  in  a  circular 
form,  with  a  groove  round  it,  and  three  holes  bored  through 
it,  for  the  lanyards  to  reeve  through. 

A  SISTER-BLOCK  is  formed  of  one  solid  piece  of  wood,  with 
two  sheaves,  one  above  the  other,  and  between  the  sheaves  a 
score  for  the  middle   seizing.     These   are   oftener  without 
sheaves  than  with. 
5* 


54  BLOCKS   AND   PURCHASES. 

SNATCH-BLOCKS  are  single  blocks,  with  a  notch  cut  in  one 
cheek,  just  below  the  sheave,  so  as  to  receive  the  bight  of 
a  fall,  without  the  trouble  of  reeving  and  unreeving  the 
whole.  They  are  generally  iron-bound,  and  have  a  hook  at 
one  end. 

A  TAIL-BLOCK  is  a  single  block,  strapped  with  an  eye-splice, 
and  having  a  long  end  left,  by  which  to  make  the  block 
fast  temporarily  to  the  rigging.  This  tail  is  usually  sel- 
vageed,  or  else  the  strands  are  opened  and  laid  up  into  sennit, 
as  for  a  gasket. 

A  TACKLE  is  a  purchase  formed  by  reeving  a  rope  through 
two  or  more  blocks,  for  the  purpose  of  hoisting. 

A  WHIP  is  the  smallest  purchase,  and  is  made  by  a  rope 
rove  through  one  single  block. 

A  GUN-TACKLE  PURCHASE  is  a  rope  rove  through  two  single 
blocks  and  made  fast  to  the  strap  of  the  upper  block.  The 
parts  of  all  tackles  between  the  fasts  and  a  sheave,  are  called 
the  standing  parts  ;  the  parts  between  sheaves  are  called  run- 
ning parts;  and  the  part  upon  which  you  take  hold  in  hoisting 
is  called  the/<2//. 

A  WHIP-UPON-WHIP  is  where  the  block  of  one  whip  is  made 
fast  to  the  fall  of  another. 

A  LUFF-TACKLE  PURCHASE  is  a  single  and  a  double  block ;  the 
end  of  the  rope  being  fast  to  the  upper  part  of  the  single  block, 
and  the  fall  coming  from  the  double  block.  A  luff-tackle 
upon  the  fall  of  another  luff-tackle  is  called  luff-upon-luff. 

A  WATCH-TACKLE  or  TAIL-TACKLE  is  a  luff- tackle  purchase, 
with  a  hook  in  the  end  of  the  single  block,  and  a  tail  to  the  upper 
end  of  the  double  block.  One  of  these  purchases,  with  a  short 
fall,  is  kept  on  deck,  at  hand,  in  merchant  vessels,  and  is  used 
to  clap  upon  standing  and  running  rigging,  and  to  get  a  strain 
upon  ropes. 

A  RUNNER-TACKLE  is  a  luff  applied  to  a  runner,  which  is  a 
single  rope  rove  through  a  single  block,  hooked  to  a  thimble 
in  the  eye  of  a  pennant. 

A  SINGLE  BURTON  is  composed  of  two  single  blocks,  with  a 
hook  in  the  bight  of  the  running  part.  Reeve  the  end  of  your 
rope  through  the  upper  block,  and  make  it  fast  to  the  strap  of 
the  fly-block.  Then  make  fast  your  hook  to  the  bight  of  the 


MAKING    AND   TAKING    IN    SAIL.  55 

rope,  and  reeve  the  other  end  through  the  fly-block  for  a  fall. 
The  hook  is  made  fast  by  passing  the  bight  of  the  rope  through 
the  eye  of  the  hook  and  over  the  whole. 


CHAPTER  IX. 


MAKING   AND   TAKING   IN    SAIL. 

To  loose  a  sail.  To  set  a  course — Topsail — Topgallant  sail — Royal — 
Skysail — Jib — Spanker — Spencer.  To  take  in  a  course — Topsail — 
Topgallant  sail  or  royal — Skysail — Jib — Spanker.  To  furl  a  royal 
— Topgallant  sail — Topsail — Course — Jib.  To  stow  a  jib  in  cloth. 
To  reef  a  topsail — Course.  To  turn  out  reefs.  To  set  a  topgallant 
studdingsail.  To  take  in  do.  To  set  a  topmast  studdingsail.  To 
take  in  do.  To  set  a  lower  studdingsail.  To  take  in  do. 

To  LOOSE  A  SAIL. — Lay  out  to  the  yard-arms  and  jst  off  the 
gaskets,  beginning  at  the  outermost  and  coming  ir..*  When 
the  gaskets  are  cast  off  from  both  yard-arms,  then  bt  go  the 
bunt  gasket,  (and  jigger,  if  there  be  one,)  and  overhaul  the 
buntlines  and  leechlines.  In  loosing  a  topsail  in  a  gale  of 
wind,  it  is  better  to  cast  off  the  quarter-gaskets,  (except  the 
one  which  confines  the  clew,)  before  those  at  the  yard-arms. 
Royals  and  topgallant  sails  generally  have  one  long  gasket  to 
each  yard-arm ;  in  which  case  it  is  not  necessary  to  go  out 
upon  the  yard,  but  the  gaskets,  after  being  cast  off,  should  be 
fastened  to  the  tye  by  a  bowline. 

To  SET  A  COURSE. — Loose  the  sail  and  overhaul  the  buntlines 
and  leechlines.  '  Let  go  the  clew-garnets  and  overhaul  them, 
and  haul  down  on  the  sheets  and  tacks.  If  the  ship  is  close- 
hauled,  ease  off  the  lee  brace,  slack  the  weather  lift  and 
clew-garnet,  and  get  the  tack  well  down  to  the  water-ways. 
If  it  is  blowing  fresh  and  the  ship  light-handed,  take  it  to  the 
windlass.  When  the  tack  is  well  down,  sharpen  the  yard  up 
*  If  only  one  yard-arm  is  loosed  at  a  time,  let  the  lee  one  bo  loosed  first. 


56  MAKING   AND   TAKING   IN   SAIL. 

again  by  the  brace,  top  it  well  up  by  the  lift,  reeve  and  haul 
out  the  bowline,  and  haul  the  sheet  aft. 

If  the  wind  is  quartering,  the  mainsail  is  carried  with  the 
weather  clew  hauled  up  and  the  sheet  taken  aft.  "With  yards 
squared,  the  mainsail  is  never  carried,  but  the  foresail  may  be 
to  advantage,  especially  if  the  swinging  booms  are  out;  in 
which  case  the  heavy  tack  and  sheet-blocks  may  be  unhooked, 
and  the  lazy  sheets  hooked  on  and  rove  through  a  single  tail- 
block,  made  fast  out  on  the  boom.  This  serves  to  extend  the 
clews,  and  is  called  a  pazaree  to  the  foresail. 

To  SET  A  TOPSAIL. — Loose  the  sail,  and  keep  one  hand  in 
the  top  to  overhaul  the  rigging.  Overhaul  well  the  buntlines, 
clewlines,  and  reef-tackles,  let  go  the  topgallant  sheets  and 
topsail  braces,  and  haul  home  on  the  sheets.  Merchant 
vessels  usually  hoist  a  little  on  the  halyards,  so  as  to  clear  the 
sail  from  the  top,  then  belay  them  and  get  the  lee  sheet  chock 
home ;  then  haul  home  the  weather  sheet,  shivering  the  sail 
by  the  braces  to  help  it  home,  and  hoist  on  the  halyards  until 
the  leeches  are  well  taut,  taking  a  turn  with  the  braces,  if  the 
wind  is  fresh,  and  slacking  them  as  the  yard  goes  up. 

After  the  sail  is  set,  it  is  sometimes  necessary  to  get  the 
sheets  closer  home.  Slack  the  halyards,  lee  brace,  and  wea- 
ther bowline,  clap  the  watch-tackle  upon  the  lee  sheet  first, 
and  then  the  weather  one,  shivering  the  sail  by  the  braces  if 
necessary.  Overhaul  the  clewlines  and  reef-tackles,  slack 
the  topgallant  sheets,  and  hoist  the  sail  up,  taut  leech,  by  the 
halyards. 

To  SET  A  TOPGALLANT  SAIL  OR  ROYAL. — Haul  home  the  lee 
sheet,  having  one  hand  aloft  to  overhaul  the  clewlines,  then 
the  weather  sheet,  and  hoist  up,  taut  leech,  by  the  halyards. 
While  hauling  the  sheets  home,  if  on  the  wind,  brace  up  a 
little  to  shake  the  sail,  take  a  turn  with  the  weather  brace, 
and  let  go  the  lee  one ;  if  before  the  wind,  let  go  both  braces ; 
and  if  the  wind  is  quartering,  the  lee  one. 

To  SET  A  FLYING  SKYSAIL. — If  bent  in  the  manner  described 
in  this  book,  let  go  the  brails  and  royal  stay,  and  hoist  on  the 
halyards. 

To  SET  A  JIB,  FLYING- JIB,  OR  FORE  TOPMAST  STAYSAIL. — Cast 
off  the  gasket,  hoist  on  the  halyards,  and  trim  down  the  sheet. 


MAKING    AND   TAKING    IN    SAIL.  57 

To  SET  A  SPANKER. — Hoist  on  the  topping-lifts,  make  fast  the 
weather  one,  and  overhaul  the  lee  one.  Let  go  the  brails,  and 
haul  out  on  the  outhaul.  Be  careful  not  to  let  the  throat  brail 
go  before  the  head  and  fout.  Trim  the  boom  by  the  sheets 
and  guys,  and  the  gaff  by  the  vangs. 

To  SET  A  SPENCER. — Take  the  sheet  to  the  deck  on  the  lee 
side  of  the  stay,  let  go  the  brails,  haul  on  the  sheet,  and  trim 
the  gaff  by  the  vangs. 

To  TAKE  IN  A  COURSE. — If  the  wind  is  light  and  there  are 
hands  enough,  let  go  the  tack,  sheet,  and  bowline,  and  haul  up 
on  the  clew-garnets,  buntlines,  and  leechlines,  being  careful 
not  to  haul  the  buntlines  taut  until  the  clews  are  well  up.  If 
light-handed,  or  the  wind  fresh,  let  go  the  bowline  and  ease 
off  the  tack,  (being  careful  to  let  the  bowline  go  before  the 
tack,)  and  haul  up  the  weather  clew.  Then  ease  off  the  sheet 
and  haul  up  on  the  lee  clew-garnet,  and  the  buntlines  and 
leechlines. 

To  TAKE  IN  A  TOPSAIL. — The  usual  mode  of  taking  in  a  top- 
sail when  coming  to  anchor  in  light  winds,  is  to  lower  away  on 
the  halyards  and  haul  down  on  the  clewlines  and  reef-tackles, 
(if  the  latter  run  in  the  way  described  in  this  book,)  until  the 
yard  is  down  by  the  lifts,  rounding  in  on  the  weather  brace, 
and  hauling  taut  to  leeward,  when  the  yard  is  square.  Then 
let  go  the  sheets  and  haul  up  on  the  clewlines  and  buntlines. 
A  better  way  is  to  start  the  sheets,  clew  about  one  third 
up,  then  let  go  the  halyards  and  take  the  slack  in. 

If  the  wind  is  fresh,  and  the  yard  braced  up,  lower  away 
handsomely  on  the  halyards,  get  the  yard  down  by  the  clew- 
lines and  reef- tackles,  rounding  in  on  the  weather  brace,  and 
steadying  the  yard  by  both  braces.  Then  let  go  the  weather 
sheet  and  haul  up  to  windward  first.  The  weather  clew 
being  up,  let  go  the  lee  sheet  and  haul  up  by  the  clewline 
and  buntlines,  keeping  the  clew  in  advance  of  the  body  of  the 
sail. 

Sometimes,  if  the  weather  brace  cannot  be  well  rounded  in, 
as  if  a  ship  is  weak-handed,  the  sail  may  be  clewed  up  to 
leeward  a  little,  first.  In  which  case,  ease  off  the  lee  sheet, 
and  haul  up  on  tb  e  clewline ;  ease  off  the  lee  brace  and  round 
the  yard  in ;  and  when  the  lee  clew  is  about  half  up,  ease  off 


58  MAKING    AND    TAKING    IN    SAIL. 

the  weather  sheet  and  haul  the  weather  clew  chock  up.  Haul 
the  buntlines  up  after  the  weather  clew,  and  steady  the  yard 
by  the  braces.  There  is  danger  in  clewing  up  to  leeward  first 
that  the  sail  may  be  shaken  and  jerked  so  as  to  split,  before 
the  weather  clew  is  up;  whereas,  if  clewed  up  to  wind- 
ward first,  the  lee  clew  will  keep  full,  until  the  lee  sheet  is 
started. 

"When  coming  to  anchor,  it  is  the  best  plan  to  haul  the  clews 
about  half  up  before  the  halyards  are  let  go. 

In  taking  in  a  close-reefed  topsail  in  a  gale  of  wind,  the 
most  general  practice  is  to  clew  up  to  windward,  keeping  the 
sail  full ;  then  lower  away  the  halyards,  and  ease  off  the  lee 
sheet ;  clew  the  yard  down,  and  haul  up  briskly  on  the  lee  clew- 
line and  the  buntlines,  bracing  to  the  wind  the  moment  the  lee 
sheet  is  started. 

To  TAKE  IN  A  TOPGALLANT  SAIL  OR  ROYAL. — If  the  wind 
is  light,  and  from  aft  or  quartering,  let  go  the  halyards  and  clew 
down,  squaring  the  yard  by  the  braces.  Then  start  the  sheets 
and  clew  up,  and  haul  up  the  buntlines.  If  the  yard  is  braced 
up,  the  old  style  was  to  let  go  the  halyards,  clew  down  and 
round  in  on  the  weather  brace ;  clewing  up  to  windward  first, 
then  start  the  lee  clew,  and  haul  up  the  lee  clewline  and  the 
buntlines.  But  the  practice  now  is  to  clew  up  to  leeward 
first,  which  prevents  the  slack  of  the  sail  getting  too  much  over 
to  leeward,  or  foul  of  the  clewline  block  under  the  yard,  as  it 
is  apt  to,  if  the  weather  clew  is  hauled  up  first. 

If  the  wind  is  very  fresh,  and  the  vessel  close-hauled,  a  good 
practice  is  to  let  go  the  lee  sheet  and  halyards,  and  clew  down, 
rounding  in  at  the  same  time  on  the  weather  brace.  Then 
start  the  weather  sheet,  and  haul  the  weather  clew  chock  up. 
Haul  up  the  bmtlines  and  steady  the  yard  by  the  braces. 

To  TAKE  IN  A  SKYSAIL. — If  bent  in  the  way  described  in  this 
book,  which  is  believed  to  be  the  most  convenient,  let  go  the 
halyards,  haul  down  on  the  brails,  and  haul  taut  the  royal  stay. 

To  TAKE  IN  A  JIB. — Let  go  the  halyards,  haul  on  the  down- 
haul,  easing  off  the  sheet  as  the  halyards  are  let  go. 

To  TAKE  IN  A  SPANKER. — Ease  off  the  outhaul,  and  haul  well 
up  on  the  lee  brails,  taking  in  the  slack  of  the  weather  ones. 
Mind  particularly  the  lee  throat-brail.  Haul  the  boom  amid- 


MAKING    AND   TAKING   IN   SAIL.  59 

ships  and  steady  it  by  the  guys,  lower  the  topping  lifts,  and 
square  the  gaff  by  the  vangs. 

To  FURL  A  ROYAL. — This  sail  is  usually  furled  by  one  person, 
and  is  that  upon  which  green  hands  are  practised.  For  the 
benefit  of  beginners,  I  will  give  particular  directions.  When 
you  have  got  aloft  to  the  topgallant  mast-head,  see,  in  the  first 
place,  that  the  yard  is  well  down  by  the  lifts,  and  steadied  by 
the  braces ;  then  see  that  both  clews  are  hauled  chock  up  to 
the  blocks,  and  if  they  are  not,  call  out  to  the  officer  of  the 
deck,  and  have  it  done.  Then  see  your  yard-arm  gaskets  clear. 
The  best  way  is  to  cast  them  off  from  the  tye,  and  lay  them 
across,  between  the  tye  and  the  mast.  This  done,  stretch  out 
on  the  weather  yard-arm,  get  hold  of  the  weather  leech,  and 
bring  it  in  to  the  slings  taut  along  the  yard.  Hold  the  clew 
up  with  one  hand,  and  with  the  other  haul  all  the  sail  through 
the  clew,  letting  it  fall  in  the  bunt.  Bring  the  weather  clew 
a  little  over  abaft  the  yard,  and  put  your  knee  upon  it.  Then 
stretch  out  to  leeward  and  bring  in  the  lee  leech  in  the  same 
manner,  hauling  all  the  sail  through  the  clew,  and  putting  the 
clew  upon  the  yard  in  the  same  way,  and  holding  it  there 
by  your  other  knee.  Then  prepare  to  make  up  your  bunt. 
First  get  hold  of  the  foot-rope  and  lay  it  on  the  yard  and  abaft ; 
then  take  up  the  body  of  the  sail,  and  lay  it  on  the  yard,  seeing 
that  it  is  all  fairly  through  the  clews.  Having  got  ail  the 
sail  upon  the  yard,  make  a  skin  of  the  upper  part  of  the  body 
of  the  sail,  large  enough  to  come  well  down  abaft  and  cover  the 
whole  bunt  when  the  sail  is  furled.  Lift  the  skin  up,  and  put 
into  the  bunt  the  slack  of  the  clews  (not  too  taut,)  the  leech 
and  foot-rope,  and  the  body  of  the  sail ;  being  careful  not  to  let 
it  get  forward  under  the  yard  or  hang  down  abaft.  Then  haul 
your  bunt  well  upon  the  yard,  smoothing  the  skin,  and  bring- 
ing it  down  well  abaft,  and  make  fast  the  bunt-gasket  round 
the  mast,  and  the  jigger,  if  there  be  one,  to  the  tye.  The  glut 
will  always  come  in  the  middle  of  the  bunt,  if  it  is  properly 
made  up.  Now  take  your  weather  yard-arm  gasket  and  pass 
it  round  the  yard,  three  or  four  times,  haul  taut,  and  make 
it  fast  to  the  mast;  then  the  lee  one  in  the  same  manner. 
Never  make  a  long  gasket  fast  to  its  own  part  round  the  yard, 
for  it  may  work  loose  and  slip  out  to  the  yard-arm.  Always 


60  MAKING    AND   TAKING    IN    SAIL. 

pass  a  gasket  over  the  yard  and  down  abaft,  which  will  help  to 
bring  the  sail  upon  the  yard. 

A  TOPGALLANT  SAIL  is  furled  in  the  same  manner,  except  that 
it  usually  requires  two  men,  in  a  large  vessel ;  in  which  case, 
each  rnan  takes  a  yard-arm,  and  they  make  the  bunt  up  toge- 
ther. If  there  are  buntlines  and  a  jigger,  the  bunt  may  be 
triced  well  up,  by  bending  the  jigger  to  the  bight  of  a  bunt- 
line,  and  having  it  hauled  taut  on  deck. 

To  FURL  A  TOPSAIL  OK.  COURSE. — The  sail  being  hauled  up, 
lay  out  on  the  yard,  the  two  most  experienced  men  standing  in 
the  slings,  one  on  each  side  of  the  mast,  to  make  the  bunt  up. 
The  light  hands  lay  out  to  the  yard-arms,  and  take  the  leech 
up  and  bring  it  taut  along  the  yard.  In  this  way  the  clews  are 
reached  and  handed  to  the  men  in  the  bunt,  and  the  slack  of 
the  sail  hauledr  through  them  and  stowed  away  on  and  abaft  the 
yard.  The  bunt  being  made  up  fairly  on  the  yard  against  the 
mast,  and  the  skin  prepared,  let  it  fall  a  little  forward,  and 
stow  all  the  body  of  the  sail,  the  clews,  bolt-rope,  and  blocks, 
away  in  it ;  then,  as  many  as  can  get  hold,  lend  a  hand  to  haul 
it  well  upon  the  yard.  Overhaul  a  buntline  a  little,  bend 
the  jigger  to  it,  and  trice  up  on  deck.  Bring  the  skin  down 
well  abaft,  see  that,  the  clews  are  not  too  taut,  pass  the 
bunt  gasket,  cast  the  jigger  off,  and  make  it  fast  slack  to  the 
tye.  Then  pass  the  yard-arm  gaskets,  hauling  the  sail  well 
upon  the  yard,  and  passing  the  turns  over  the  yard,  and  down 
abaft.  If  the  sail  has  long  gaskets,  make  them  fast  to  the  tye ; 
if  short,  pass  them  in  turns  close  together,  and  make  them  fast 
to  their  own  parts,  jammed  as  well  as  possible. 

To  FURL  A  JIB. — Go  out  upon  the  weather  side  of  the  boom. 
See  your  gasket  clear  for  passing.  The  handiest  way  usually 
is,  to  make  it  up  on  its  end,  take  a  hitch  over  the  whole 
with  the  standing  part,  and  let  it  hang.  Haul  the  sail  well 
upon  the  boom,  getting  the  clew,  and  having  the  sheet  pen- 
nant hauled  amidships.  Cast  the  hitch  off  the  gasket,  take  it 
in  your  hand,  and  pass  two  or  three  turns,  beginning  at  the 
head ;  haul  them  taut ;  and  so  on  to  the  clew.  Pass  the  turns 
over  and  to  windward.  This  will  help  to  bring  the  sail 
upon  the  boom  and  to  windward.  Make  the  end  fast  to  the 
stay,  to  the  withe,  or  to  the  boom  inside  the  cap,  in  any  way 


MAKING   AND    TAKING    IN   SAIL.  61 

that  shall  keep  it  from  slipping  back,  which  it  might  do  if 
made  fast  to  its  own  part  round  the  boom.  If  there  is  but  one 
hand  on  the  boom,  the  first  turns  may  be  hauled  taut  enough  to 
keep  the  sail  up  for  the  time ;  then,  after  the  gasket  is  fast,  go 
out  to  the  head,  and  haul  each  turn  well  taut,  beating  the  sail 
down  with  the  hand.  Be  careful  to  confine  the  clew  well. 

To  STOW  A  JIB  IN  CLOTH. — Haul  the  jib  down  snugly,  and  get 
it  fairly  up  on  the  boom.  Overhaul  the  after  leech  until  you 
come  to  the  first  straight  cloth.  Gather  this  cloth  over  the 
rest  of  the  sail  on  the  boom,  stopping  the  outer  end  of  the 
cloth  with  a  rope-yarn  round  the  jib  stay.  If  the  jib  halyards 
are  double,  stop  the  block  inside  the  sail.  Cover  the  sail  well 
up  with  the  cloth,  stopping  it  at  every  two  feet  with  rope-yarns 
round  the  sail  and  boom.  If  you  are  to  lie  in  port  for  a  long 
time,  cast  off  the  pennant,  stow  the  clew  on  the  boom,  snugly 
under  the  cloth,  which  will  be  stopped  as  before  with  rope- 
yarns. 

To  REEF  A  TOPSAIL. — Round  in  on  the  weather  brace,  ease 
off  the  halyards,  and  clew  the  yard  down  by  the  clewlines  and 
reef-tackles.  Brace  the  yard  in  nearly  to  the  wind,  and  haul 
taut  both  braces.  Haul  out  the  reef-tackles,  make  fast,  and 
haul  taut  the  buntlines.  Before  going  upon  the  yard,  see  that 
it  is  well  down  by  the  lifts.  Let  the  best  men  go  to  the  yard- 
arms,  and  the  light  hands  remain  in  the  slings.  Cast  adrift 
the  weather  earing,  pass  it  over  the  yard-arm  outside  the  lift, 
down  abaft  and  under  the  yard,  and  up  through  the  reef-cringle. 
Haul  well  out,  and  take  a  round-turn  with  the  earing  round 
the  cringle.  Then  pass  several  turns  round  the  yard  and 
through  the  cringle,  hauling  them  well  taut,  passing  the  turns 
over  the  yard,  down  abaft  and  under,  and  up  through  the  crin- 
gle.* Having  expended  nearly  all  the  earing,  hitch  the  remainder 
round  the  two  first  parts,  that  go  outside  the  lift,  jamming 
them  together  and  passing  several  turns  round  them  both  to 
expend  the  rope.  The  bare  end  may  be  nitched  to  these 
two  parts  or  to  the  lift.  The  men  on  the  yard  light  the  sail 
out  to  windward  by  the  reef-points,  to  help  the  man  at  the 
weather  yard-arm  in  hauling  out  his  earing.  As  soon  as  the 
weather  earing  is  hauled  out  and  made  secure  by  a  turn  or 
two,  the  word  is  passed — "  Haul  out  to  leeward,"  and  the  lee 

*  Be  careful  to  pass  the  turns  clear  ol  the  topgallant  sheets. 

6 


62  MAKING   AND   TAKING   IN   SAIL. 

caring  is  hauled  out  till  the  band  is  taut  along  the  yard,  and 
made  fast  in  the  same  manner.  Then  the  men  on  the  yard  tie 
the  reef-points  with  square  knots,  being  careful  to  take  the 
after  points  clear  of  the  topgallant  sheets. 

In  reefing,  a  good  deal  depends  upon  the  way  in  which  the 
yard  is  laid.  If  the  yard  is  hraced  too  much  in,  the  sail  catches 
flat  aback  and  cannot  be  hauled  out,  besides  the  danger  of 
knocking  the  men  off  the  foot-ropes.  The  best  way  is  to 
shiver  the  sail  well  till  the  yard  is  down,  then  brace  it  in  with 
a  slight  lull,  make  the  braces  fast,  and  luff  up  occasionally  and 
shake  the  sail  while  the  men  are  reefing.  If  you  are  going  before 
the  wind,  you  may,  by  putting  your  helm  either  way,  and 
bringing  the  wind  abeam,  clew  the  yard  down  as  the  sail  lifts, 
and  keep  her  in  this  position,  with  the  yard  braced  sharp  up, 
until  the  sail  is  reefed ;  or,  if  you  are  not  willing  to  keep  off  from 
your  course,  and  the  wind  is  very  fresh,  clew  down  and  clew 
up,  and  reef  as  before  directed. 

All  the  reefs  are  taken  in  the  same  way  except  the  close 
reef.  In  close  reefing,  pass  your  earing  under  the  yard,  up 
ahaft  and  over,  and  down  through  the  cringle.  Pass  all 
your  turns  in  the  same  manner ;  and  bring  the  reef-band  well 
under  the  yard  in  knotting,  so  as  to  cover  the  other  reefs. 

As  soon  as  the  men  are  off  the  yard,  let  go  the  reef-tackles, 
clewlines,  buntlines,  and  topgallant  sheets ;  man  the  halyards, 
let  go  the  lee  brace,  slack  off  the  weather  one,  and  hoist  away. 
"When  well  up,  trim  the  yard  by  the  hraces,  and  haul  out  the 
bowlines.  A  reefed  sail  should  never  be  braced  quite  sharp 
up,  and  if  there  is  a  heavy  sea  and  the  vessel  pitches  badly, 
ease  the  hraces  a  little,  that  the  yard  may  play  freely,  and  do 
not  haul  the  leech  too  taut. 

To  REEF  A  COURSE. — As  a  course  generally  has  no  reef- tackle, 
you  must  clew  it  up  as  for  furling,  according  to  the  directions 
before  given,  except  that  the  clews  are  not  hauled  chock  up. 
Lay  out  on  the  yard  and  haul  out  the  earings,  and  knot  the 
points  as  for  the  first  reef  of  a  topsail,  seeing  them  clear  of 
the  topsail  sheets.  If  a  long  courso  of  bad  weather  is  an- 
ticipated, as  in  doubling  the  southern  capes,  or  crossing  the 
Atlantic  in  winter,  reef-tackles  are  rove  for  the  courses. 


MAKING    AND   TAKING    IN   SAIL.  63 

If  there  are  any  studdingsail  booms  on  the  lower  or  topsail 
yards,  they  must  be  triced  up  before  reefing. 

To  TURN  OUT  REEFS. — For  a  topsail,  haul  taut  the  reef- 
tackles  and  buntlines,  settle  a  little  on  the  halyards,  if  necessary ; 
lay  aloft,  and  cast  off  all  the  reef-points,  beginning  at  the  bunt 
and  laying  out.  Be  careful  to  cast  all  off  before  slacking  up 
the  earing ;  for,  when  there  is  more  than  one  reef,  a  point  may 
be  easily  left,  if  care  is  not  taken.  Have  one  hand  at  each 
earing,  cast  off  all  the  turns  but  enough  to  hold  it,  and  when 
both  earings  are  ready,  ease  off  both  together.  Pass  the  end 
of  the  earing  through  the  cringle  next  above  its  own,  and 
make  it  fast  slack  to  its  own  part  by  a  bowline  knot.  Lay  in 
off  the  yard,  let  go  reef-tackles,  clewlines,  buntlines,  and  top- 
gallant sheets;  overhaul  them  in  the  top  and  hoist  away, 
slacking  the  braces  and  trimming  the  yard.  The  reefs  of  a 
course  are  turned  out  a  good  deal  in  the  same  manner ;  slack- 
ing up  the  sheet  and  tack,  if  necessary,  and,  when  the  earings 
are  cast  off,  let  go  clew-garnets,  buntlines  and  leechlines.  board 
the  tack,  and  haul  aft  the  sheet. 

To  SET  A  TOPGALLANT  STUDDINGSAIL. — This  sail  is  always 
set  from  the  top ;  the  sail,  together  with  the  tack  and  halyards 
in  two  coils,  being  kept  in  the  top.  If  there  is  but  one  hand 
aloft,  take  the  end  of  the  halyards  aloft,  abaft  everything,  and 
reeve  it  up  through  the  block  at  the  topgallant  mast-head,  and 
down  through  the  sheave-hole  or  block  at  the  topgallant  yard- 
arm,  abaft  the  sheet,  and  bring  it  into  the  top,  forward  of 
the  rigging,  and  make  it  fast  to  the  forward  shroud.  Take 
the  end  of  your  tack  out  on  the  topsail  yard,  under  the  brace, 
reeve  it  up  through  the  block  at  the  end  of  the  topgallant 
studdingsail  boom,  bring  it  in  over  the  brace,  overhauling 
a  plenty  of  it  so  as  to  let  the  boom  go  out,  and  hitch  it  to 
the  topmast  rigging  while  you  rig  your  boom  out.  Cast  off 
the  heel-lashing  and  rig  your  boom  out  to  the  mark,  slue  the 
boom  with  the  block  up  and  make  fast  round  the  yard.  (The 
easiest  way  of  passing  the  boom-lashing  is  to  take  it  over  the 
yard  and  put  a  bight  up  between  the  head-rope  and  yard ;  then 
take  the  end  back  over  the  yard  and  boom  and  through  the  bight, 
and  haul  taut.  This  may  be  done  twice,  if  necessary,  and  then 
hitch  it  round  all  parts,  between  the  boom  and  the  yard.)  The 


64  MAKING    AND    TAKING    IN    SAIL. 

boom  being  rigged  out  and  fast,  take  the  end  of  your  tack 
down  into  the  top  and  hitch  it  to  the  forward  shroud.  Then 
take  the  coil  of  the  tack  and  throw  the  other  end  down  on 
deck,  outside  of  the  rigging  and  backstays.  (It  is  well,  in 
throwing  the  coil  down,  to  keep  hold  of  the  bight  with  one 
hand,  for  otherwise,  if  they  should  miss  it  on  deck,  you  will 
have  to  rig  in  your  boom.)  Throw  down  the  hauling  end  of  your 
halyards  abaft  and  inside  everything.  Now  get  your  sail 
clear  for  sending  out.  Lay  the  yard  across  the  top,  forward 
of  the  rigging,  with  the  outer  end  out.  Bend  your  halyards 
to  the  yard  by  a  fisherman's  bend,  about  one  third  of  the  way 
out.  Take  your  tack  under  the  yard  and  bend  it  by  a  sheet- 
bend  to  the  outer  clew,  and  pay  down  the  sheet  and  downhaul 
through  the  lubber-hole.  All  being  clear  for  hoisting,  sway 
away  on  the  halyards  on  deck,  the  men  in  the  top  guying  the 
sail  by  the  sheet  and  downhaul,  the  latter  being  hauled  taut 
enough  to  keep  the  outer  clew  up  to  the  inner  yard-arm. 
(Sometimes  it  is  well  to  make  up  the  downhaul  as  is  done 
with  the  downhaul  of  the  topmast  studdingsail.)  When  the 
sail  is  above  the  brace,  haul  out  on  the  tack,  sway  the  yard 
chock  up  by  the  halyards,  and  trim  the  sheet  down.  Make  the 
end  of  the  downhaul  fast  slack. 

A  weather  topgallant  or  topmast  studdingsail  should  be  set 
abaft  the  sail,  and  a  lee  one  forward  of  the  sail.  Therefore,  in 
setting  a  lee  topgallant  studdingsail,  it  is  well  to  send  it  out 
of  the  top  with  a  turn  in  it,  that  is,  with  the  inner  yard-arm 
slued  forward  and  out,  so  that  when  the  tack  and  sheet  are 
hauled  upon,  the  inner  yard-arm  will  swing  forward  of  the 
topgallant  sail.* 

Small  sized  vessels  have  no  downhaul  to  the  topgallant 
studdingsails.  This  saves  confusion,  and  is  very  well  if  the 
sail  is  small. 

To  TAKE  IN  A  TOPGALLANT  STUDDINGSAIL. — Let  go  the 
tack  and  clew  up  the  downhaul,  dipping  the  yard  abaft  the 
leech  of  the  topgallant  sail,  if  it  is  forward.  Lower  away 
handsomely  on  the  halyards,  hauling  down  on  the  sheet  and 
downhaul.  When  the  yard  is  below  the  topsail  brace,  lower 
roundly  and  haul  into  the  top,  forward  of  the  rigging. 

If  the  sail  is  taken  in  temporarily,  stand  the  yard  up  and 

*  It  will  assist  this  operation  to  keep  hold  of  the  outer  leech  until  the  sail  is 
clear  of  the  top. 


MAKING   AND   TAKING   IN   SAIL.  65 

down  and  becket  it  to  the  middle  topmast  shroud ;  make  the 
sail  up,  hitch  the  bight  of  the  tack  and  halyards  to  the  forward 
shroud,  and  haul  up  the  sheet  and  downhaul.  If  everything 
is  to  be  stowed  away,  unreeve  the  tack  and  halyards,  and  coil 
them  away  separately  in  the  top ;  also  coil  away  the  sheets  and 
downhaul,  and  stop  all  the  coils  down  by  hitches  passed  through 
the  slats  of  the  top.  Rig  the  boom  in  and  make  it  fast  to  the 
tye.  Sometimes  the  halyards  are  unrove  from  the  yard-arm 
and  rounded  up  to  the  span-block,  with  a  knot  in  their  end. 

To  SET  A  TOPMAST  STUDDINGSAIL. — The  topmast  studding- 
sail  halyards  are  generally  kept  coiled  away  in  the  top.  Take 
the  end  up,  reeve  it  up  through  the  span-block  at  the  cap,  and 
out  through  the  block  at  the  topsail  yard-arm,  and  pay  the 
end  down  to  the  forecastle,  forward  of  the  yard  and  outside  the 
bowline.  Pay  the  hauling  end  down  through  the  lubber-hole. 
Reeve  your  lower  halyards.  These  are  usually  kept  coiled 
away  in  the  top,  with  the  pennant,  which  hooks  to  the  cap  of 
the  lower  mast.  Hook  the  pennant,  reeve  the  halyards  up 
through  the  pennant  block,  out  through  the  block  on  the  boom- 
end,  and  pay  the  end  down  to  the  forecastle.  Pay  the  hauling 
end  down  forward  of  the  top.  (Some  vessels  keep  their  top- 
mast studdingsail  tacks  coiled  away  at  the  yard-arm,  and 
hitched  down  to  the  boom  and  yard.  This  is  a  clumsy  prac- 
tice, and  saves  no  time  or  trouble.  The  best  way  is  to  unreeve 
them  whenever  the  boom  is  to  be  rigged  in,  and  coil  them 
away  in  the  bow  of  the  long-boat,  or  elsewhere.  There  is  no 
more  trouble,  and  less  liability  to  confusion,  in  reeving  them 
afresh,  than  in  coiling  them  away  and  clearing  again  on  the 
yard-arms.)  Carry  your  tack  outside  the  backstays  and  lower 
rigging,  clear  of  everything,  out  upon  the  lower  yard  under  the 
brace ;  reeve  it  forward  through  the  tack- block  at  the  boom- 
end,  first  sluing  the  block  up,  and  pay  the  end  down  forward 
of  the  yard.  Rig  the  boom  out  to  the  mark  and  lash  it.  Get 
the  studdingsail  on  the  forecastle  clear  for  setting.  Bend  the 
halyards  to  the  yard,  about  one  half  of  the  way  out.  Hitch 
the  end  of  the  downhaul  over  the  inner  yawl-arm  by  the  eye 
in  its  end,  reeve  it  through  the  lizard  on  the  outer  leech,  and 
through  the  block  at  the  outer  clew  abaft  the  sail.  Bend  the 
tack  to  the  outer  clew,  and  take  a  turn  with  the  sheet.  Clew 
6* 


66  MAKING    AND    TAKING    IN    SAIL. 

the  yard  down  by  the  downhaul,  and  make  the  downhaul 
up  just  clear  of  the  block,  by  a  catspaw  doubled  and  the  bight 
of  the  running  part  shoved  through  the  bight  of  all  the  parts,  so 
that  hauling  on  it  may  clear  it  and  let  the  yard  go  up.  Hoist 
on  the  halyards  until  the  sail  is  above  the  lower  yard,  guying 
it  by  the  sheet  and  downhaul,  then  haul  out  on  the  tack  until 
the  clew  is  chock  out  to  the  boom-end,  hoist  on  the  halyards, 
jerking  the  downhaul  clear,  and  trim  down  the  sheet. 

To  TAKE  IN  A  TOPMAST  STUDDINGSAIL. — Lower  away  hand- 
somely on  the  halyards,  clewing  the  yard  down  to  the  outer 
clew  by  the  downhaul.  Slack  up  the  tack,  and  lower  away 
on  the  halyards,  hauling  down  well  on  the  sheet  and  downhaul, 
till  the  sail  is  in  upon  the  forecastle.  The  sail  may  be  made 
up  on  the  forecastle,  and  the  end  of  the  tack  and  halyards 
made  fast  forward,  if  it  is  to  be  soon  set  again.  If  not, 
cast  off  all,  unreeve  your  tack,  hauling  from  aft,  and  coil  it 
away.  Unreeve  the  halyards,  or  round  them  up  to  the  block  at 
the  mast-head  with  a  knot  in  their  end.  Rig  the  boom  in, 
and  lash  it  to  the  slings. 

To  SET  A  LOWER  STUDDINGSAIL. — Before  rigging  out  the  top- 
mast studdingsail  boom,  the  lower  halyards  should  always  be 
rove,  as  before  directed.  Reeve  the  inner  halyards  out  through  a 
small  single  block  under  the  slings  of  the  lower  yard,  and  through 
another  about  two  thirds  of  the  way  out,  and  pay  the  end  down 
upon  the  forecastle  for  bending.  Get  the  studdingsail  clear, 
bend  the  outer  halyards  to  the  yard,  and  the  inner  halyards  to 
the  inner  cringle  at  the  head  of  the  sail.  Reeve  the  outhaul 
through  the  block  at  the  swinging-boom-end,  and  bend  the 
forward  end  to  the  outer  clew  of  the  sail.  Hook  the  topping- 
lift  and  forward  guy  to  the  boom,  and  top  up  on  it.  Haul 
on  the  forward  guy,  and  ease  off  the  after  one,  slacking  away 
a  little  on  the  topping-lift,  until  the  boom  is  trimmed  by  the 
lower  yard ;  then  make  fast  the  guys  and  lift.  Haul  well  taut 
the  fore  lift  and  brace,  and  belay.  Take  a  turn  with  one  sheet, 
hoist  away  on  the  outer  halyards,  and  when  about  one  third 
up,  clear  the  downhaul,  haul  chock  out  on  the  outhaul,  and 
hoist  well  up  by  the  halyards,  which  will  serve  as  a  lift  to  the 
topmast  studdingsail  boom;  and  then  set  taut  on  the  inner 
halyards  and  trim  down  the  sheet.  The  practice  now  is,  and 


MAKING    AND    TAKING    IN    SAIL.  67 

it  is  found  most  convenient,  to  set  the  sail  before  rigging  out 
the  boom ;  then  clap  on  the  outhaul  and  forward  guy,  and 
trim  the  boom  by  the  lower  yard. 

To  TAKE  IN  A  LOWER  STUDDiNGSAiL. — Let  go  the  outhaul,  and 
haul  on  the  clewline  till  the  outer  clew  is  up  to  the  yard. 
Then  lower  away  the  outer  halyards,  and  haul  in  on  the  sheet 
and  clewline.  When  the  sail  is  in  over  the  rail,  lower  away 
the  inner  halyards.  If  the  booms  are  to  be  rigged  in,  cast  off 
all  the  gear ;  making  the  bending  end  of  the  outhaul  fast  in- 
board, and  unreeving  the  outer  and  inner  halyards,  or  running 
the  outer  up  to  the  pennant  block,  and  the  inner  up  to  the 
yard  block,  with  knots  in  their  ends.  Ease  off  the  forward 
guy  with  a  turn,  haul  in  on  the  after  guy,  topping  well  up  by 
the  lift,  and  get  the  boom  alongside.  Rig  in  the  topmast 
studdingsail  boom  before  unreeving  the  outer  halyards.  It  is 
a  convenient  practice,  when  the  swinging  boom  is  alongside, 
to  hook  the  topping-lift  to  a  becket  or  thimble  at  the  turning 
in  of  the  fore  swifter,  and  the  forward  guy  to  a  strap  and 
thimble  on  the  spritsail  yard. 

In  strong  winds  it  is  well  to  have  a  boom-brace-pennant  fit- 
ted to  the  topmast  studdingsail  boom-end  with  a  single  block, 
making  a  whip  purchase,  the  hauling  part  leading  to  the 
gangway,  and  belaying  at  the  same  pin  with  the  tack ;  or  else, 
the  brace  may  lead  to  the  gangway,  and  the  tack  be  brought 
in  through  blocks  on  the  yard,  and  lead  down  on  deck,  beside 
the  mast.  The  former  mode  is  more  usual. 

The  topmast  studdingsail  is  sometimes  made  with  a  reef  in 
it,  to  be  carried  with  a  single  reefed  topsail ;  in  which  case  it 
is  reefed  on  deck  to  the  yard  and  sent  out  as  before. 


b8  GENERAL   PRINCIPLES    OF  WORKING   A   SHIP. 

CHAPTER   X. 

GENERAL   PRINCIPLES    OF   WORKING   A    SHIP. 

Action  of  the  water  upon  the  rudder.  Headway.  Sternway.  Action 
of  ,he  wind  upon  the  sails.  Head-sails.  After-sails.  Centre  of 
gravity  or  rotation.  Turning  a  ship  to  or  from  the  wind. 

A  SHIP  is  acted  upon  principally  by  the  rudder  and  sails. 
When  the  rudder  is  fore-and-aft,  that  is,  on  a  line  with  the 
keel,  the  water  runs  by  it,  and  it  has  no  effect  upon  the  ship's 
direction.  When  it  is  changed  from  a  right  line  to  one  side 
or  the  other,  the  water  strikes  against  it,  and  forces  the  stern 
in  an  opposite  direction.  For  instance,  if  the  helm  is  put  to 
the  starboard,  the  rudder  is  put  off  the  line  of  the  keel,  to  port. 
This  sends  the  stern  off  to  the  starboard,  and,  of  course,  the 
ship  turning  on  her  centre  of  gravity,  her  head  goes  in  an 
opposite  direction,  to  port.  If  the  helm  is  put  to  port,  the 
reverse  will  follow,  and  the  ship's  head  will  turn  off  her  course 
to  starboard.  Therefore  the  helm  is  always  put  in  the  opposite 
direction  from  that  in  which  the  ship's  head  is  to  be  moved. 

Moving  the  rudder  from  a  right  line  has  the  effect  of  dead- 
ening the  ship's  way  more  or  less,  according  as  it  is  put  at  a 
greater  or  less  angle  with  the  keel.  A  ship  should  therefore 
be  so  balanced  by  her  sails  that  a  slight  change  of  her 
helm  may  answer  the  purpose. 

If  a  vessel  is  going  astern,  and  the  rudder  is  turned  off'from 
the  line  of  the  keel,  the  water,  striking  against  the  back  of  the 
rudder,  pushes  the  stern  off  in  the  same  direction  in  which  the 
rudder  is  turned.  For  instance,  if  stern  way  is  on  her,  and  the 
helm  is  put  to  the  starboard,  the  rudder  turns  to  port,  the  water 
forces  the  stern  in  the  same  direction,  and  the  ship's  head  goes 
off  to  the  starboard.  Therefore,  when  stern  way  is  on  a  ves- 
sel, put  the  helm  in  the  same  direction  in  which  the  head  is 
to  be  turned. 

A  current  or  tide  running  astern,  that  is,  when  the  ship's 
head  is  toward  it,  will  have  the  same  effect  on  the  rudder  as 


GENERAL    PRINCIPLES    OF    WORKING    A    SHIP.  69 

if  the  ship  were  going  ahead;  and  when  it  runs  forward, 
it  will  be  the  same  as  though  the  ship  were  going  astern. 

It  will  now  be  well  to  show  how  the  sails  act  upon  a  ship, 
with  reference  to  her  centre  of  rotation.  Suppose  a  vessel  to 
be  rigged  with  three  sails,  one  in  the  forward  part,  one  at  the 
centre,  and  the  third  at  the  after  part,  and  her  left  or  larboard 
side  to  be  presented  to  the  wind,  which  we  will  suppose  to  be 
abeam,  or  at  right  angles  with  the  keel.  If  the  head  sail 
only  were  set,  the  effect  would  be  that  the  wind  would  send 
the  vessel  a  little  ahead  and  off  to  the  starboard  on  her  centre 
of  rotation,  so  as  to  bring  her  stern  slowly  round  to  the  wind. 
If  the  after  sail  only  were  set,  the  vessel  would  shoot  ahead  a 
little,  her  stern  would  go  off  to  the  starboard  and  her  head 
come  up  into  the  wind.  If  only  the  centre  sail  were  set,  the 
effect  would  be  the  same  as  if  all  three  of  the  sails  were  set,  and 
she  would  go  ahead  in  a  straight  line.  So  far,  we  have  supposed 
the  sails  to  be  set  full;  that  is,  with  their  tacks  forward  and 
their  sheets  aft.  If  they  were  all  set  aback,  the  vessel  would 
go  astern  nearly,  if  the  rudder  were  kept  steady,  in  a  straight 
line.  If  the  head  sail  only  is  set  and  aback,  she  will  go 
astern  and  round  upon  her  axis,  with  her  head  from  the  wind, 
much  quicker  than  if  full.  So,  if  the  after  sail  alone  were  set 
and  aback,  she  would  go  astern,  and  her  head  would  come 
suddenly  into  the  wind. 

These  principles  of  the  wind  acting  upon  the  sails,  and  the 
water  upon  the  rudder,  are  the  foundation  of  the  whole  science 
jf  working  a  ship.  In  large  vessels  the  sails  are  numerous, 
but  they  may  all  be  reduced  to  three  classes,  viz.,  head  sails, 
or  those  which  are  forward  of  the  centre  of  gravity  or  rota- 
tion, having  a  tendency  to  send  the  ship's  head  off  from  the 
wind;  after  sails,  or  those  abaft  the  centre  of  rotation,  and 
which  send  the  stern  off  and  the  head  toward  the  wind ;  and 
lastly,  centre  sails,  which  act  equally  on  each  side  the  centre 
of  rotation,  and  do  not  turn  the  ship  off  her  course  one  way 
or  the  other.  These  classes  of  sails,  if  set  aback,  tend  to  stop 
the  headway  and  send  the  ship  astern,  and  also  to  turn  her  off 
her  course  in  the  same  direction  as  when  set  full,  but  with 
more  rapidity.  The  further  a  sail  is  from  the  centre  of  rota- 
tion, the  greater  is  its  tendency  to  send  the  ship  off  from  the 


70  SENERAL   PRINCIPLES    OF   WORKING   A   SHIP. 

line  of  her  keel.  Accordingly,  a  jib  is  the  strongest  head  sail, 
and  a  spanker  the  strongest  after  sail. 

The  centre  of  rotation  is  not  necessarily  at  the  centre  of  the 
ship.  On  the  contrary,  as  vessels  are  now  built,  it  may  not 
be  much  abaft  that  part  of  the  deck  to  which  the  main  tack  is 
boarded.  For  the  main  breadth,  or  dead-flat,  being  there,  the 
greatest  cavity  will  also  be  there,  and  of  course  the  principal 
weight  of  the  cargo  should  centre  there,  as  being  the  strongest 
part.  Therefore  the  centre  of  rotation  will  greatly  depend 
upon  proper  stowage.  If  the  ship  is  much  by  the  stern,  the 
centre  of  rotation  will  be  carried  aft,  and  if  by  the  head,  it  will 
be  carried  forward.  The  cause  of  this  is,  that  when  loaded 
down  by  the  stern,  her  after  sails  have  but  little  effect  to  move 
her  stern  against  the  water,  and  a  very  slight  action  upon  the 
forward  sails  will  send  her  head  off  to  leeward,  as  she  is  there 
light  and  high  in  the  air.  Accordingly,  to  keep  her  in  a  straight 
line,  the  press  of  sail  is  required  to  be  further  aft,  or,  in  other 
words,  the  centre  of  rotation  is  further  aft.  If  a  ship  is  loaded 
down  by  the  head,  the  opposite  results  follow,  and  more  head 
and  less  after  sail  is  necessary. 

A  ship  should  be  so  stowed,  and  have  her  sails  so  trimmed, 
that  she  may  be  balanced  as  much  as  possible,  and  not  be 
obliged  to  carry  her  helm  much  off  the  line  of  her  keel,  which 
tends  to  deaden  her  way.  If  a  ship  is  stowed  in  her  best  sail- 
ing trim,  and  it  is  found,  when  on  a  wind,  that  her  head  tends 
to  windward,  obliging  her  to  carry  a  strong  weather  helm,  it 
may  be  remedied  by  taking  in  some  after  sail,  or  adding  head 
sail.  So,  if  she  carries  a  lee  helm,  that  is,  if  her  head  tends 
to  fly  off  from  the  wind,  it  is  remedied  by  taking  in  head  or 
adding  after  sail.  Sometimes  a  ship  is  made  to  carry  a 
weather  helm  by  having  too  much  head  sail  set  aloft.  For, 
if  she  lies  much  over  on  a  wind,  the  square  sails  forward  have 
a  tendency  to  press  her  downwards  and  raise  her  proportion- 
ally abaft,  so  that  she  meets  great  resistance  from  the  water 
to  leeward  under  her  bows,  while  her  stern,  being  light,  is 
easily  carried  off;  which,  of  course,  requires  her  to  carry  a 
weather  helm. 

The  general  rules,  then,  for  turning  a  ship,  are  these :  to 
bring:  her  head  to  the  wind, — put  the  helm  to  leeward,  and  brin? 


TACKING,   WEARING,   BOXING,   &C.  71 

the  wind  to  act  as  much  as  possible  on  the  after  sails,  and  as 
little  as  possible  on  the  head  sails.  This  may  be  done  without 
taking  in  any  sail,  by  letting  go  the  head  sheets,  so  that  those 
sails  may  lose  their  wind,  and  by  pointing  the  head  yards  to 
the  wind,  so  as  to  keep  the  head  sails  shaking.  At  the  same 
time  keep  the  after  sails  full,  and  flatten  in  the  spanker  sheet ; 
or,  if  this  is  not  sufficient,  the  after  sails  may  be  braced  aback, 
which  will  send  the  stern  off  and  the  head  to  windward.  But 
as  this  makes  back  sails  of  them,  and  tends  to  send  the  vessel 
astern,  there  should  be  either  head  or  centre  sails  enough 
filled  to  counteract  this  and  keep  headway  upon  her.  On  the 
other  hand,  to  turn  the  head  off  from  the  wind,  put  the  helm 
to  windward,  shiver  the  after  sails,  and  flatten  in  the  head 
sheets.  Brace  the  head  yards  aback  if  necessary,  being  care- 
ful not  to  let  her  lose  headway  if  it  can  be  avoided. 

The  vessel  may  be  assisted  very  much  in  going  off  or  com- 
ing to,  by  setting  or  taking  in  the  jib  and  spanker;  which,  if 
the  latter  is  fitted  with  brails,  are  easily  handled. 


CHAPTER  XI. 

TACKING,   WEARING,    BOXING,    &C. 

Tacking  without  fore-reaching.  Tacking  against  a  heavy  sea.  Hauling 
off  all.  To  trim  the  yards.  Flattening  in.  Missing  stays.  Wear- 
ing— under  courses — under  a  mainsail — under  bare  poles.  Box-haul- 
ing— short  round.  Club-hauling.  Drifting  in  a  tide-way.  Backing 
and  filling  in  do.  Clubbing  in  do. 

TACKING. — Have  the  ship  so  suited  with  sails  that  she  may 
steer  herself  as  nearly  as  possible,  and  come  to  with  a  small 
helm.  Keep  her  a  good  full,  so  that  she  may  have  plenty 
of  headway.  Ready,  About !  Send  all  hands  to  their  stations. 
The  chief  mate  and  one,  two,  or  more  of  the  best  men,  accord- 
ing to  the  size  of  the  vessel,  on  the  forecastle,  to  work  the 
head  sheets  and  bowlines  and  the  fore  tack ;  two  or  more 


72  TACKING,    WEARING,    BOXING,    &C. 

good  men  (one  usually  a  petty  officer,  or  an  older  and  trusty 
seaman)  to  work  the  main  tack  and  bowline.  The  second  mate 
sees  the  lee  fore  and  main  braces  clear  and  ready  for  letting 
go,  and  stands  by  to  let  go  the  lee  main  braces,  which  may  all 
be  belayed  to  one  pin.  Put  one  hand  to  let  go  the  weather 
cross-jack  braces,  and  others  to  haul  in  to  leeward;  the  cook 
works  the  fore  sheet,  and  the  steward  the  main ;  station  one 
or  more  at  the  spanker  sheet  and  guys ;  and  the  rest  at  the 
weather  main  braces. 

Ease  the  helm  down  gradually;  Helm 's  a-lee !  and  let  go 
the  jib  sheet  and  fore  sheets.  As  soon  as  the  wind  is  parallel 
with  the  yards,  blowing  directly  upon  the  leeches  of  the  square 
sails,  so  that  all  is  shaking,  Raise  tacks  and  sheets  !  and  let  go 
the  fore  and  main  tacks  and  main  sheet,  keeping  the  fore  and 
main  bowline  fast.  As  soon  as  her  head  is  within  a  point  or 
a  point  and  a  half  of  the  wind,  Mainsail  haul !  let  go  the  lee 
main  and  weather  cross-jack  braces,  and  swing  the  after  yards 
round.  While  she  is  head  to  the  wind,  and  the  after  sails  are 
becalmed  by  the  head  sails,  get  the  main  tack  down  and  sheet 
aft,  and  right  your  helm,  using  it  afterwards  as  her  coming  to 
or  falling  off  requires.  As  soon  as  she  passes  the  direction 
of  the  wind,  shift  your  jib  sheets  over  the  stays,  and  when  the 
after  sails  take  full,  or  when  she  brings  the  wind  four  points 
on  the  other  bow,  and  you  are  sure  of  paying  off  sufficiently, 
Let  go  and  haul!  brace  round  the  head  yards  briskly,  down  fore 
tack  and  aft  the  sheet,  brace  sharp  up  and  haul  your  bowlines 
out,  and  trim  down  your  head  sheets. 

It  is  best  to  haul  the  mainsail  just  before  you  get  the  wind 
right  ahead,  for  then  the  wind,  striking  the  weather  leeches  of 
the  after  sails,  forces  them  round  almost  without  the  braces, 
and  you  will  have  time  to  brace  up  and  get  your  tack  down 
and  sheet  aft,  when  she  has  payed  off  on  the  other  side. 

If  she  falls  off  too  rapidly  while  swinging  your  head  yards, 
so  as  to  bring  the  wind  abeam  or  abaft,  '  Vast  bracing  !  Ease 
off  head  sheets  and  put  your  helm  a-lee ;  and  as  she  comes 
up,  meet  her  and  brace  sharp  up.  If,  on  the  other  hand,  (as 
sometimes  happens  with  vessels  which  carry  a  strong  weather 
helm,)  she  does  not  fall  off  after  the  after  sails  take,  be  careful 
not  to  haul  your  head  yards  until  she  is  fully  round ;  and  if 


TACKING,    WEARING,    BOXING,    fcC.  73 

she  should  fly  up  into  the  wind,  let  go  the  main  sheet,  and,  if 
necessary,  brail  up  the  spanker  and  shiver  the  cross-jack 
yards. 

In  staying,  be  careful  to  right  your  helm  before  she  loses 
headway. 

To  TACK  WITHOUT  FORE -REACHING,  as  in  a  narrow  chan- 
nel, when  you  are  afraid  to  keep  headway.  If  she  comes 
slowly  up  to  windward,  haul  down  the  jib  and  get  your 
spanker-boom  well  over  to  windward.  As  you  raise  tacks  and 
sheets,  let  go  the  lee  fore  topsail  brace,  being  careful  to  brace 
up  again  as  soon  as  she  takes  aback.  Also,  hoist  the  jib,  and 
trim  down,  if  necessary,  as  soon  as  she  takes  on  the  other 
side. 

TACKING  AGAINST  A  HEAVY  HEAD  SEA. — You  are  under 
short  sail,  there  is  a  heavy  head  sea,  and  you  doubt  whether 
she  will  stay  against  it.  Haul  down  the  fore  topmast  stay- 
sail, ease  down  the  helm,  and  raise  fore  sheet.  When  within 
about  a  point  of  the  wind's  eye,  let  go  main  tack  and  sheet, 
lee  braces  and  after  bowlines,  and  Mainsail  haul!  If  she 
loses  her  headway  at  this  time,  shift  your  helm.  As  soon  as 
she  brings  the  wind  on  the  other  bow,  she  will  fall  off  rapidly 
by  reason  of  her  sternway,  therefore  shift  your  helm  again  to 
meet  her,  and  Let  go  and  haul!  at  once.  Brace  about  the 
head  yards,  but  keep  the  weathet  braces  in,  to  moderate  her 
falling  off.  When  she  gets  headway,  right  the  helm,  and  as 
she  comes  up  to  the  wind,  brace  up  and  haul  aft. 

TACKING  BY  HAULING  OFF  ALL. — This  can  be  done  only  in  a 
smooth  sea,  with  a  light  working  breeze,  a  smart  vessel  and 
strong  crew.  Man  all  the  braces.  Let  her  come  up  head  to 
the  wind,  and  fall  off  on  the  other  tack,  shifting  the  helm  if 
she  gathers  sternway.  When  you  get  the  wind  about  five 
points  on  the  other  bow,  Haul  off  all!  let  go  all  the  braces  and 
bowlines  and  swing  all  the  yards  at  once.  Right  the  helm, 
board  tacks  and  haul  aft  sheets,  brace  up  and  haul  out. 

To  TRIM  THE  YARDS  WHEN  CLOSE-HAULED. — In  smooth 
water,  with  a  light  breeze,  brace  the  lower  yards  sharp  up,  and 
trim  the  upper  yards  each  a  trifle  in  abaft  the  one  below  it. 
If  you  have  a  pretty  stiff  breeze,  brace  the  topsail  yard  in 
about  half  a  point  more  than  the  lower  yard,  and  the  topgal- 


TACKING,    WEARING,    BOXING,    &C. 

lant  yard  half  a  point  more  than  the  topsail  yard,  and  so  on. 
If  you  have  a  strong  breeze  and  a  topping  sea,  and  especially 
if  reduced  to  short  sail,  brace  in  your  lower  yards  a  little,  and 
the  others  proportionally.  This  will  prevent  the  vessel  going 
off  bodily  to  leeward ;  and  if  she  labors  heavily,  the  play  of 
the  mast  would  otherwise  carry  away  the  braces  and  sheets, 
or  spring  the  yards. 

MISSING  STAYS. — If  after  getting  head  to  the  wind  she 
comes  to  a  stand  and  begins  to  fall  off  before  you  have  hauled 
your  main  yard,  flatten  in  your  jib  sheets,  board  fore  tack, 
and  haul  aft  fore  sheet ;  also  ease  off  spanker  sheet,  or  brail 
up  the  spanker,  if  necessary.  When  she  is  full  again,  trim 
the  jib  and  spanker  sheets,  and  when  she  has  recovered  suffi- 
cient headway,  try  it  again.  If,  after  coming  head  to  the  wind, 
and  after  the  after  yards  are  swung,  she  loses  headway  and 
refuses  to  go  round,  or  begins  to  fall  off  on  the  same  tack  on 
which  she  was  before,  and  you  have  shifted  the  helm  without 
effect,  haul  up  the  mainsail  and  spanker,  square  the  after 
yards,  shift  your  helm  again  a-lee,  so  as  to  assist  her  in  falling 
off,  and  brace  round  the  head  yards  so  as  to  box  her  off.  As 
she  fills  on  her  former  tack,  brace  up  the  after  yards,  brace 
round  the  head  yards,  sharp  up  all,  board  tacks,  haul  out 
and  haul  aft. 

WEARING. — Haul  up  the  mainsail  and  spanker,  put  the 
helm  up,  and,  as  she  goes  off,  brace  in  the  after  yards.  If 
there  is  a  light  breeze,  the  rule  is  to  keep  the  mizzen  topsail 
lifting,  and  the  main  topsail  full.  This  will  keep  sufficient 
headway  on  her,  and  at  the  same  time  enable  her  to  fall  off. 
But  if  you  have  a  good  breeze  and  she  goes  off  fast,  keep  both 
the  main  and  mizzen  topsails  lifting.  As  she  goes  round, 
bringing  the  wind  on  her  quarter  and  aft,  follow  the  wind 
with  your  after  yards,  keeping  the  mizzen  topsail  lifting,  and 
the  main  either  lifting  or  full,  as  is  best.  After  a  vessel  has 
fallen  off  much,  the  less  headway  she  has  the  better,  provided 
she  has  enough  to  give  her  steerage.  When  you  have  the 
wind  aft,  raise  fore  tack  and  sheet,  square  in  the  head  yards,  and 
haul  down  the  jib.  As  she  brings  the  wind  on  the  other 
quarter,  brace  sharp  up  the  after  yards,  haul  out  the  spanker, 
an4  set  the  mainsail.  As  she  comes  to  on  the  other  tack, 


TACKING,    WEARING,    BOXING,    &C.  75 

brace  up  the  head  yards,  keeping  the  sails  full,  board  fore 
tack  and  aft  the  sheet,  hoist  the  jib,  and  meet  her  with  the 
helm. 

To  WEAR  UNDER  COURSES. — Square  the  cross-jack  yards, 
ease  off  main  bowline  and  tack,  and  haul  up  the  weather 
clew  of  the  mainsail.  Ease  off  the  main  sheet,  and  haul  up 
the  lee  clew,  and  the  buntlines  and  leechlines.  Square  the 
main  yards  and  put  the  helm  a-weather.  As  she  falls  off,  let 
go  the  fore  bowline,  ease  off  the  fore  sheet,  and  brace  in  the 
fore  yard.  When  she  gets  before  the  wind,  board  the  fore  and 
main  tacks  on  the  other  side,  and  haul  aft  the  main  sheet, 
but  keep  the  weather  braces  in.  As  she  comes  to  on  the 
other  side,  ease  the  helm,  trim  down  the  fore  sheet,  brace  up 
and  haul  out. 

To  WEAR  UNDER  A  MAINSAIL. — Vessels  lying- to  under  this 
sail  generally  wear  by  hoisting  the  fore  topmast  staysail,  or 
some  other  head  sail.  If  this  cannot  be  done,  brace  the  cross- 
jack  yards  to  the  wind,  and,  if  necessary,  send  down  the  miz- 
zen  topmast  and  the  cross-jack  yard.  Brace  the  head  yards  full. 
Take  an  opportunity  when  she  has  headway,  and  will  fall  off, 
to  put  the  helm  up.  Ease  off  the  main  sheet,  and,  as  she  falls 
off,  brace  in  the  main  yard  a  little.  When  the  wind  is  abaft 
the  beam,  raise  the  main  tack.  When  she  is  dead  before  it, 
get  the  other  main  tack  down  as  far  as  possible ;  and  when 
she  has  the  wind  on  the  other  quarter,  ease  the  helm,  haul  aft 
the  sheet,  and  brace  up. 

To  WEAR  UNDER  BARE  POLES. — Some  vessels,  which  are  well 
down  by  the  stern,  will  wear  in  this  situation,  by  merely 
pointing  the  after  yards  to  the  wind,  or  sending  down  the  miz- 
zen  topmast  and  the  cross-jack  yard,  and  filling  the  head  yards; 
but  vessels  in  good  trim  will  not  do  this.  To  assist  the  vessel, 
veer  a  good  scope  of  hawser  out  of  the  lee  quarter,  with  a  buoy, 
or  something  for  a  stop-water,  attached  to  the  end.  As  the 
ship  sags  off  to  leeward,  the  buoy  will  be  to  windward,  and 
will  tend  to  bring  the  stern  round  to  the  wind.  When  she  is 
before  it,  haul  the  hawser  aboard. 

BOX-HAULING. — Put  the  helm  down,  light  up  the  head  sheets 
and  slack  the  lee  braces,  to  deaden  her  way.  As  she  comes  to 
the  wind,  raise  tacks  and  sheets,  and  haul  up  the  mainsail  and 


76  TACKING,   WEARING,    BOXING,    teC. 

spanker.  As  soon  as  she  comes  head  to  the  wind  and  loses 
her  headway,  square  the  after  yards,  brace  the  head  yards  sharp 
aback,  and  flatten  in  the  head  sheets.  The  helm,  being  put 
down  to  bring  her  up,  will  now  pay  her  off,  as  she  has  stern- 
way  on.  As  she  goes  off,  keep  the  after  sails  lifting,  and 
square  in  the  head  yards.  As  soon  as  the  sails  on  the  foremast 
give  her  headway,  shift  the  helm.  "When  she  gets  the  wind  on 
the  other  quarter,  haul  down  the  jib,  haul  out  the  spanker,  set 
the  mainsail,  and  brace  the  after  yards  sharp  up.  As  she  comes 
to  on  the  other  tack,  brace  up  the  head  yards,  meet  her  with 
the  helm,  and  set  the  jib. 

BOX-HAULING  SHORT  ROUND  ;  sometimes  called  wearing  short 
round. — Haul  up  the  mainsail  and  spanker,  put  the  helm 
hard  a-weather,  square  the  after  yards,  brace  the  head  yards 
sharp  aback,  and  flatten  in  the  head  sheets.  As  she  gathers 
sternway,  shift  the  helm.  After  this,  proceed  as  in  box-hauling 
by  the  former  method.  The  first  mode  is  preferable  when  you 
wish  to  stop  headway  as  soon  as  possible ;  as  a  vessel  under 
good  way  will  range  ahead  some  distance  after  the  sails  are 
all  thrown  flat  aback. 

Few  merchant  vessels  are  strongly  enough  manned  to  per- 
form these  evolutions ;  but  they  are  often  of  service,  as  they 
turn  a  vessel  round  quicker  on  her  heel,  and  will  stop  her  from 
fore-reaching  when  near  in  shore  or  when  close  aboard  ano- 
ther vessel. 

CLUE-HAULING. — This  method  of  going  about  is  resorted  to 
when  on  a  lee  shore,  and  the  vessel  can  neither  be  tacked  nor 
box-hauled.  Cock-bill  your  lee  anchor,  get  a  hawser  on  it  for 
a  spring,  and  lead  it  to  the  lee  quarter;  range  your  cable,  and 
unshackle  it  abaft  the  windlass.  Helm 's  a-lee !  and  Raise 
tacks  and  sheets !  as  for  going  in  stays.  The  moment  she 
loses  headway,  let  go  the  anchor  and  Mainsail  haul!  As 
soon  as  the  anchor  brings  her  head  to  the  wind,  let  the  chain 
cable  go,  holding  on  to  the  spring  ;  and  when  the  after  sails 
take  full,  cast  off  or  cut  the  spring,  and  Let  go  and  haul! 

DRIFTING  IN  A  TIDE-WAY. — As  a  vessel  is  deeper  aft  than 
forward,  her  stern  will  always  tend  to  drift  faster  than  her 
head.  If  the  current  is  setting  out  of  a  river  or  harbor,  and 
the  wind  the  opposite  way,  or  only  partly  across  the  current, 


TACKING,    WEARING,    BOXING,    fcC.  77 

you  may  work  out  by  tacking  from  shore  to  shore ;  or  you  may 
let  her  drift  out,  broadside  to  the  current;  or,  keeping  her  head 
to  the  current  by  sufficient  sail,  you  may  let  her  drift  out 
stern  first;  or,  lastly,  you  may  club  her  down.  If  the  wind  is 
partly  across  the  current,  cast  to  windward.  If  you  work  down 
by  tacking,  and  the  wind  is  at  all  across  the  current,  be  care- 
ful of  the  lee  shore,  and  stay  in  season,  since,  if  you  miss  stays, 
you  may  not  be  able  to  save  yourself  by  wearing  or  box-haul- 
ing, as  you  might  on  the  weather  shore.  If  the  channel  is 
very  narrow,  or  there  are  many  vessels  at  anchor,  the  safest 
way  is  to  bring  her  head  to  the  current,  brace  the  yards  full, 
and  keep  only  sail  enough  to  give  her  steerage,  that  you  may 
sheer  from  side  to  side.  If  there  is  room  enough,  you  will 
drift  more  rapidly  by  bringing  her  broadside  to  the  current, 
keeping  the  topsails  shaking,  and  counteract  the  force  of  the 
current  upon  the  stern  by  having  the  spanker  full  and  the 
helm  a-lee.  You  can  at  any  time  shoot  her  ahead,  back  her 
astern,  or  bring  her  head  to  the  current,  by  filling  the  head 
yards,  taking  in  the  spanker,  and  setting  the  jib ;  filling  the 
after  yards,  taking  in  the  jib,  and  setting  the  spanker;  or  by 
bracing  all  aback. 

BACKING  AND  FILLING  IN  A  TIDE -WAY. — Counter-brace  your 
yards  as  in  lying-to,  and  drift  down  broadside  to  the  current. 
Fill  away  and  shoot  ahead,  or  throw  all  aback  and  force  her 
astern,  as  occasion  may  require.  When  you  approach  the 
shore  on  either  side,  fill  away  till  she  gets  sufficient  headway, 
and  put  her  in  stays  or  wear  her  round. 

CLUBBING  IN  A  TIDE-WAY.— Drift  down  with  your  anchor 
under  your  foot,  heaving  in  or  paying  out  on  your  cable  as 
you  wish  to  increase  or  deaden  her  way.  Have  a  spring  on 
your  cable,  so  as  to  present  a  broadside  to  the  current.  This 
method  is  a  troublesome  and  dangerous  one,  and  rarely  resort- 
ed to.  An  anchor  will  seldom  drag  clear,  through  the  whole 
operation. 


78  LT1NG-TO. 

CHAPTER  XII. 

GALES   OF  WIND,  LYING-TO,  GETTING  ABACK,  BY  THE    LEE,  &C. 

Lymg-to— choice  of  sails.     Scudding.     Heave-to  after  scudding.     Taken 
aback.     Chappelling.     Broaching-to.     By  the  lee. 

LYING-TO. — The  best  single  sail  to  lie-to  under,  is  generally 
thought  to  be  a  close-reefed  main  topsail.  The  fore  or  the 
main  spencer  (sails  which  are  used  very  much  now  instead  of 
main  and  mizzen  staysails)  may  be  used  to  advantage,  accord- 
ing as  a  ship  requires  sail  more  before  or  abaft  the  centre  of 
gravity.  If  a  ship  will  bear  more  than  one  sail,  it  is  thought 
best  to  separate  the  pressure.  Then  set  the  fore  and  main  spen- 
cers ;  or  (if  she  carries  staysails  instead)  the  main  and  mizzen 
staysail ;  or,  if  she  is  easier  under  lofty  sail,  the  fore  and 
main  topsails  close-reefed.  A  close-reefed  main  topsail,  with 
three  lower  storm  staysails ;  or,  with  the  two  spencers,  fore 
topmast  staysail,  and  reefed  spanker,  is  considered  a'  good 
arrangement  for  lying-to.  If  the  fore  topmast  staysail  and 
balance-reefed  spanker  can  be  added  to  the  two  close-reefed 
topsails,  she  will  keep  some  way,  will  go  less  to  leeward,  and 
can  be  easily  wore  round.  Close-reefed  topsails  are  used 
much  more  now  for  lying-to  than  the  courses.  As  ships  are 
now  built,  with  the  centre  of  gravity  farther  forward,  and  the 
foremast  stepped  more  aft,  they  will  lie-to  under  head  sail  bet- 
ter than  formerly.  Some  vessels,  which  are  well  down  by 
the  stern,  will  lie-to  under  a  reefed  foresail,  as  this  tends  to 
press  her  down  forward;  whereas,  if  she  had  much  after  sail, 
she  would  have  all  the  lateral  resistance  of  the  water  aft,  and 
would  come  up  to  the  wind.  In  carrying  most  head  or  after 
sail,  you  must  be  determined  by  the  trim  of  the  vessel,  her 
tendency  to  come  to  or  go  off,  and  as  to  whether  the  sail  you 
use  will  act  as  a  lifting  or  a  burying  sail. 

A  topsail  has  an  advantage  over  a  spencer  or  lower  staysail 
for  lying-to,  since  it  steadies  the  ship  better,  and  counteracts 


SCUDDING. — HEAVING-TO.  79 

the  heavy  weather  roll,  which  a  vessel  will  give  under  low 
and  small  fore-and-aft  sails. 

SCUDDING. — The  most  approved  sail  for  scudding  is  the 
close-reefed  maintopsail,  with  a  reefed  foresail.  The  course 
alone  might  get  becalmed  under  the  lee  of  a  high  sea,  and  the 
vessel,  losing  her  way,  would  he  overtaken  by  the  sea  from 
aft ;  whereas  the  topsail  will  always  give  her  way  enough  and 
lift  her.  The  foresail  is  of  use  in  case  she  should  be  brought 
by  the  lee.  Many  officers  recommend  that  the  fore  topmast 
staysail,  or  fore  storm  staysail,  should  always  be  set  in  scud- 
ding, to  pay  her  off  if  she  should  broach-to,  and  with  the 
sheets  hauled  flat  aft. 

It  has  been  thought  that  with  the  wind  quartering  and  a 
heavy  sea,  a  vessel  is  more  under  command  with  a  close-reefed 
foretopsail  and  maintopmast  staysail.  The  foretopmast  stay- 
sail may  also  be  hoisted.  If  the  ship  flies  off  and  gets  by 
the  lee,  the  foretopsail  is  soon  braced  about,  and,  with  the 
maintopmast  staysail  sheet  shifted  to  the  other  side,  the  head- 
way is  not  lost. 

To  HEAVE-TO  AFTER  SCUDDING. — Secure  everything  about 
decks,  and  watch  a  smooth  time.  Suppose  her  to  be  scud- 
ding under  a  close-reefed  maintopsail  and  reefed  foresail  ; 
haul  up  the  foresail,  put  the  helm  down,  brace  up  the  after 
yards,  and  set  the  mizzen  staysail.  As  she  comes  to,  set 
the  main  staysail,  meet  her  with  the  helm,  brace  up  the 
head-yards,  and  set  the' fore  or  foretopmast  staysail. 

If  your  vessel  labors  much,  ease  the  lee  braces  and  the  hal- 
yards, that  everything  may  work  fairly  aloft,  and  let  her 
have  a  plenty  of  helm,  to  come  to  and  fall  off  freely  with  the 
sea.  The  helmsman  will  often  let  the  wheel  fly  off  to  lee- 
ward, taking  care  to  meet  her  easily  and  in  season.  The 
sails  should  be  so  arranged  as  to  require  little  of  the  rudder. 

TAKEN  ABACK. — It  will  frequently  happen,  when  sailing 
close-hauled,  especially  in  light  winds,  from  a  shift  of  wind, 
from  its  dying  away,  or  from  inattention,  that  the  ship  will 
come  up  into  the  wind,  shaking  the  square  sails  forward.  In 
this  case,  it  will  often  be  sufficient  to  put  the  helm  hard  up, 
flatten  in  the  head  sheets,  or  haul  their  bights  to  windward, 
and  haul  up  the  spanker.  If  this  will  not  recover  her,  and 


80  GETTING    ABACK. — BY    TIJF    LEE. 

she  continues  to  come  to,  box  her  off.  Raise  fore  tack  and 
sheet,  haul  up  the  spanker  and  mainsail,  brace  the  head-yards 
aback,  haul  the  jib  sheets  to  windward,  and  haul  out  the  lee 
bowlines.  When  the  after  sails  fill,  Let  go  and  haul !  This 
manoeuvre  of  boxing  can  only  be  performed  in  good  weather 
and  light  winds,  as  it  usually  gives  a  vessel  sternway. 

If  the  wind  has  got  round  upon  the  other  bow,  and  it  is  too 
late  for  box-hauling,  square  the  yards  fore  and  aft,  keeping 
your  helm  so  as  to  pay  her  off  under  sternway ;  and,  as  the 
sails  fill,  keep  the  after  yards  shaking,  and  haul  up  the  spanker 
and  mainsail,  squaring  the  head-yards,  and  shifting  your 
helm  as  she  gathers  headway. 

CHAPPELLING. — This  operation  is  performed  when,  instead 
of  coming  to,  you  are  taken  aback  in  light  winds.  Put  the 
helm  up,  if  she  has  headway,  haul  up  the  mainsail  and 
spanker,  and  square  the  after  yards.  Shift  the  helm  as  she 
gathers  sternway,  and  when  the  after  sails  fill,  and  she  gathers 
headway,  shift  your  helm  again.  When  she  brings  the  wind 
aft,  brace  up  the  after  yards,  get  the  main  tack  down  and  sheet 
aft,  and  haul  out  the  spanker  as  soon  as  it  will  take.  The 
head  braces  are  not  touched,  but  the  yards  remain  braced  as 
before.  The  former  mode  of  wearing,  by  squaring  the  head- 
yards  when  the  after  sails  are  full,  has  great  advantages  over 
chappelling,  as  the  vessel  will  go  off  faster  when  the  wind  is 
abeam  and  abaft,  and  will  come  to  quicker  when  the  wind 
gets  on  the  other  side. 

BROACHING-TO. — This  is  when  a  vessel  is  scudding,  and 
comes  up  into  the  wind  and  gets  aback.  For  such  an  acci- 
dent, the  foretopmast  staysail  is  set,  which  will  act  as  an  off- 
sail,  so  that  by  keeping  the  helm  up,  with  the  maintopsail  (if 
set)  braced  into  the  wind,  she  will  pay  off  again  without  get- 
ting sternway.  If  the  close-reefed  foretopsail  is  carried  in- 
stead of  the  main,  it  can  be  easily  filled. 

BROUGHT  BY  THE  LEE. — This  is  when  a  vessel  is  scudding 
with  the  wind  quartering,  and  falls  off  so  as  to  bring  the  wind 
on  the  other  side,  laying  the  sails  aback.  This  is  more  likely 
to  occur  than  broaching-to,  especially  in  a  heavy  sea.  Sup- 
pose the  vessel  to  be  scudding  under  a  close-reefed  maintop- 
sail  and  reefed  foresail,  with  the  wind  on  her  larboard  quar- 


ON    BEAM-ENDS.  81 

ter.  She  falls  off  suddenly  and  brings  the  wind  on  the  star- 
board quarter,  laying  all  aback.  Put  your  helm  hard  a-star- 
board,  raise  fore  tack  and  sheet,  and  fill  the  foresail,  shivering 
the  maintopsail.  When  she  brings  the  wind  aft  again,  meet 
her  with  the  helm,  and  trim  the  yards  for  her  course. 


CHAPTER    XIII. 

ACCIDENTS. 

On  beam-ends.     Losing  a  rudder.    A  squall.     A  man  overboard.     Col- 
lision.    Rules  for  vessels  passing  one  another. 

ON  BEAM-ENDS. — A  vessel  is  usually  thrown  upon  her 
beam-ends  by  a  sudden  squall  taking  her,  when  under  a  press  of 
sail,  and  shifting  the  ballast.  She  must  be  righted,  if  possible, 
without  cutting  away  the  masts.  For,  beside  sacrificing  them, 
the  object  can  seldom  be  accomplished  in  that  way,  if  the 
ballast  and  cargo  have  shifted.  Carry  a  hawser  from  the  lee 
quarter,  with  spars  and  other  good  stop- waters  bent  to  it.  As 
the  ship  drifts  well  to  leeward,  the  hawser  will  bring  her 
stern  to  the  wind;  but  it  may  not  cast  her  on  the  other  side. 
If  a  spring  can  be  got  upon  the  hawser  from  the  lee  bow,  and 
hauled  upon,  and  the  stern  fast  let  go,  this  will  bring 
the  wind  to  act  upon  the  flat  part  of  the  deck  and  pay  her 
stern  off,  and  assist  the  spring,  when  the  sails  may  be  trim- 
med to  help  her  in  righting.  If  she  can  be  brought  head  to 
the  wind,  and  the  sails  be  taken  aback,  she  may  cast  on  the 
other  tack.  When  there  is  anchoring  ground,  the  practice  is 
to  let  go  the  lee  anchor,  which  may  take  the  sails  aback  and 
cast  her.  Then  the  ballast  and  cargo  may  be  righted. 

If  there  is  no  anchoring  ground,  a  vessel  may  still  be  kept 
head  to  the  wind,  by  paying  a  chairf  cable  out  of  the  lee 
hawse-hole ;  or  by  bending  a  hawser  to  a  large  spar,  which 
may  be  kept  broadside-to  by  a  span,  to  the  centre  of  which  the 
hawser  is  bent.  The  same  operation  may  be  applied  to  a  vessel 


82  LOSING    A    RUDDER. 

overset,  and  is  preferable  to  wearing  by  a  hawser.  Make  fast 
the  hawser  forward  to  the  lee  bow,  carry  the  other  end  aft  to 
windward  and  bend  it  to  the  spar,  and  launch  the  spar  over- 
board. By  this  means,  or  by  letting  go  an  anchor,  though 
there  be  no  bottom  to  be  reached,  a  vessel  may  often  be  re- 
covered. 

LOSING  A  RUDDER. — The  first  thing  to  be  done  on  losing  a 
rudder,  is  to  bring  the  ship  to  the  wind  by  bracing  up  the  after 
yards.  Meet  her  with  the  head  yards,  as  she  comes  to.  Take 
in  sail  forward  and  aft,  and  keep  her  hove-to  by  her  sails.  A 
vessel  may  be  made  to  steer  herself  for  a  long  time,  by  care- 
fully trimming  the  yards  and  slacking  up  the  jib  sheets  or 
the  spanker  sheet  a  little,  as  may  be  required. 

Having  got  the  ship  by  the  wind,  get  up  a  hawser,  middle 
it,  and  take  a  slack  clove-hitch  at  the  centre.  Get  up  a  cable, 
reeve  its  end  through  this  hitch,  and  pay  the  cable  out  over 
the  taffrail.  Having  payed  out  about  fifty  fathoms,  jam  the 
hitch  and  rack  it  well,  so  that  it  cannot  slip;  pay  out  on  the 
cable  until  the  hitch  takes  the  water;  then  lash  the  cable  to  the 
centre  of  the  taffrail ;  lash  a  spare  spar  under  it  across  the 
stern,  with  a  block  well  secured  at  each  end,  through  which 
reeve  the  ends  of  the  hawser,  one  on  each  quarter,  and  reeve 
them  again  through  blocks  at  the  sides,  abreast  of  the  wheel. 
By  this,  a  ship  may  be  steered  until  a  temporary  rudder  can 
be  constructed. 

A  rudder  may  be  fitted  by  taking  a  spare  topmast,  or  other 
large  spar,  and  cutting  it  flat  in  the  form  of  a  stern-post.  Bore 
holes  at  proper  distances  in  that  part  which  is  to  be  the  fore 
part  of  the  preventer  or  additional  stern-post ;  then  take  the 
thickest  plank  on  board,  and  make  it  as  near  as  possible  into 
the  form  of  a  rudder;  bore  holes  at  proper  distances  in  the 
fore  part  of  it  and  in  the  after  part  of  the  preventer  stern-post, 
to  correspond  with  each  other,  and  reeve  rope  grommets 
through  those  holes  in  the  rudder  and  after  part  of  the  stern- 
post,  for  the  rudder  to  play  upon.  Through  the  preventer 
stern-post,  reeve  guys,  knd  at  the  fore  part  of  them  fix  tackles, 
and  then  put  the  machine  overboard.  When  it  is  in  a  proper 
position,  or  in  a  line  with  the  ship's  stern-post,  lash  the  upper 
part  of  the  preventer  post  to  the  upper  part  of  the  ship's  stern- 


SQUALL. — MAN    OVERBOARD.  83 

post;  then  hook  tackles  at  or  near  the  main  chains,  and 
bowse  taut  on  the  guys  to  confine  it  to  the  lower  part  of 
the  preventer  stern-post.  Having  holes  bored  through  the 
preventer  and  proper  stern-post,  run  an  iron  bolt  through  both, 
(taking  care  not  to  touch  the  rudder,)  which  will  prevent 
the  false  stern-post  from  rising  or  falling.  By  the  guys  on 
the  after  part  of  the  rudder  and  tackles  affixed  to  them,  the  ship 
may  be  steered,  taking  care  to  bowse  taut  the  tackles  on  the 
preventer  stern-post,  to  keep  it  close  to  the  proper  stern-post. 

A  SQUALL. — If  you  see  a  squall  approaching,  take  in  the 
light  sails,  stand  by  to  clew  down,  and  keep  her  off  a  lit- 
tle, if  necessary.  If  you  are  taken  by  one,  unprepared,  with 
all  sail  set  and  close-hauled,  put  the  helm  hard  up,  lei  go  the 
spanker  sheet  and  outhaul,  and  the  main  sheet.  Clew  up  royals 
and  topgallant  sails,  haul  down  flying-jib,  haul  up  the  main- 
sail, and  clew  down  the  mizzen  topsail.  When  you  are  before 
the  wind,  clew  down  the  topsail  yards,  and  haul  out  the  reef- 
tackles.  You  may  run  before  the  squall  until  it  moderates, 
or  furl  the  light  sails,  bring  by  the  wind,  and  reef. 

A  MAN  OVERBOARD.* — The  moment  the  cry  is  heard,  put  the 
helm  down  and  bring  her  up  into  the  wind,  whether  she  is  on 
the  wind  or  free,  and  deaden  her  headway.'  Throw  overboard 
instantly  life  buoys,  or,  if  there  are  none  at  hand,  take  a  grat- 
ing, the  carpenter's  bench,  or  any  pieces  of  plank  or  loose 
spars  there  may  be  about  decks ;  and  let  two  or  three  hands 
clear  away  a  quarter  boat.  The  best  plan  is,  if  the  vessel  was 
on  the  wind,  to  haul  the  mainsail  up  and  brace  aback  the 
after  yards  and  raise  the  head  sheets;  then,  having  her  main 
yard  aback,  she  will  drift  down  directly  toward  the  man. 
Keep  your  head  sails  full  to  steady  her,  while  the  after  ones 
stop  her  headway. 

If  you  are  sailing  free,  with  studdingsails  set,  clew  up  the 
lower  studdingsail,  brace  up  the  head  yards,  haul  forward  the 
fore  tack,  and  keep  the  head  yards  full,  while  you  luff  up  to 
back  the  after  ones.  Lower  away  the  boat  as  soon  as  it  is 
safe,  and,  as  the  vessel  will  have  turned  nearly  round,  di- 
rect the  boat  with  reference  to  her  position  when  the  acci- 
dent happened  and  her  progress  since. 

*  See  Totten's  Naval  Text  Book,  Letter  XX. 


84  COLLISION . — HE  AVING-TO . 

COLLISION. — If  two  vessels  approach  one  another,  both  hav- 
ing a  free  wind,  each  keeps  to  the  right.  That  is,  the  one 
with  her  starboard  tacks  aboard  keeps  on  or  luffs ;  and  the 
other,  if  it  is  necessary  to  alter  her  course,  keeps  off.  So,  if 
two  vessels  approach  one  another  close-hauled  on  different 
tacks,  and  it  is  doubtful  which  is  to  windward,  the  vessel  on 
the  starboard  tack  keeps  on  her  course,  and  the  other  gives 
way  and  keeps  off.  That  is,  each  goes  to  the  right,  and  the 
vessel  with  her  starboard  tacks  aboard  has  the  preference. 
The  only  exception  to  this  is,  that  if  the  vessel  on  the  larboard 
tack  is  so  much  to  windward  that  in  case  both  persist  the 
vessel  on  the  starboard  tack  will  strike  her  to  leeward  and 
abaft  the  beam ;  then  the  vessel  on  the  starboard  tack  must 
give  way,  as  she  can  do  it  more  easily  than  the  other. 

Another  rule  is  that  if  one  vessel  is  going  dead  before  the 
wind  and  the  other  going  free  on  the  starboard  tack,  the  lat- 
ter must  luff  and  go  under  the  stern  of  the  former. 


CHAPTER    XIV. 

HEAVING-TO    BY    COUNTER-BRACING.       SPEAKING.       SOUNDING. 
HEAVING   THE    LOG. 

COUNTER-BRACING. — This  is  done  whenever,  with  a  breeze,  a 
vessel  wishes  to  remain  stationary,  for  the  purpose  of  speaking 
another  vessel,  sounding,  lowering  a  boat,  or  the  like.  If  you  do 
not  wish  to  stop  your  way  entirely,  haul  up  the  mainsail,  square 
the  main  yards  aback,  keeping  the  fore  and  cross-jack  yards 
full,  and  the  foresail,  spanker  and  jib  set.  If  you  wish  to  stop 
her  way  still  more,  back  the  cross-jack  yards  also,  haul  up  the 
foresail,  and  put  the  helm  a-lee.  She  will  then  fall  off  and 
come  to,  which  you  may  regulate  by  the  jib  and  spanker 
sheets ;  and  she  may  be  ranged  a  little  ahead,  or  deadened,  by 
filling  or  backing  the  cross-jack  yards. 

You  may,  on  the  other  hand,  back  the  head  yards  and  fill 


SPEAKING. — SOUNDING.  85 

the  after  yards.  The  former  method  is  called  heaving-to 
with  the  maintopsail  to  the  mast,  and  the  latter,  with  the  fore- 
topsail  to  the  mast. 

SPEAKING. — When  two  vessels  speak  at  sea,  the  one  to 
windward  heaves  her  maintopsail  to  the  mast,  and  the  one  to 
leeward  her  fore.  This  is  in  order  that  the  weather  one  may 
the  more  readily  fill  without  falling  off  so  as  to  run  afoul  of 
the  other,  and  that  the  lee  one  may  box  her  head  off  and  keep 
clear  of  the  ship  to  windward.  The  weather  one  either  throws 
all  aback  and  drops  astern,  or  fills  her  after  yards  and  shoots 
ahead.  The  lee  one  shivers  her  after  yards  and  boxes  off. 

If  the  weather  ship  comes  too  near  the  lee  one,  before  the 
latter  has  time  to  wear,  the  weather  ship  squares  her  head 
yards,  drops  her  mainsail,  braces  her  cross-jack  yards  sharp 
aback,  and  puts  her  helm  a-weather.  This  gives  her  sternway, 
and  the  after  sails  and  helm  keep  her  to  the  wind. 

If  three  vessels  communicate  at  sea,  the  weather  and  mid- 
dle ones  back  their  main  topsails,  and  the  lee  one  her  fore ; 
then,  in  case  of  necessity,  the  weather  one  fills  her  after  yards 
and  shoots  ahead,  the  middle  one  throws  all  aback  and  drops 
astern,  and  the  lee  one  shivers  her  after  sails  and  falls  off. 

SOUNDING. — The  marks  upon  the  lead-lines  have  been  given 
previously,  at  page  17.  To  sound  with  the  hand-lead,  a  man 
stands  in  the  weather  main  channels  with  a  breast-rope  secured 
to  the  rigging,  and  throws  the  lead  forward,  while  the  vessel 
has  headway  on.  If  the  depth  corresponds  with  the  marks 
upon  the  line,  as  if  it  is  5,  7,  or  10  fathoms,  he  calls  out,  "  By 
the  mark  five  !  "  &c.  If  it  is  a  depth  the  fathoms  of  which  have 
no  mark  upon  the  line,  as  6,  8,  or  9,  he  calls  out,  "  By  the 
deep  six  !  "  &c.  If  he  judges  the  depth  to  be  a  quarter  or  a  half 
more  than  a  particular  fathom,  as,  for  instance,  5,  he  calls  out, 
"And  a  quarter,"  or,  "And  a  half,  five  !  "  &c.  If  it  is  5  and 
three  quarters,  he  would  say,  "  Quarter  less  six ! "  and  so  on. 

To  SOUND  BY  THE  DEEP-SEA-LEAD. — Have  the  line  coiled 
down  in  a  tub  or  rack,  clear  for  running,  abreast  of  the  main 
rigging.  Carry  the  end  of  the  line  forward  on  the  weather 
side,  outside  of  everything,  to  the  cathead  or  the  spritsail  yard- 
arm,  and  bend  it  to  the  lead,  which  must  be  armed  with  tal- 
low. One  man  holds  the  lead  for  heaving,  and  the  others 


86  SOUNDING. — HEAVING   THE  LOG. 

range  themselves  along  the  side,  at  intervals,  each  with  a  coil 
of  the  line  in  his  hand.  An  officer,  generally  the  chief  mate, 
should  stand  by  to  get  the  depth.  All  being  ready,  the  word 
is  given,  "  Stand  by  !  Heave!"  As  soon  as  the  man  heaves 
the  lead,  he  calls  out,  "  Watch,  ho  !  Watch  !  "  and  each  man, 
as  the  last  fake  of  the  coil  goes  out  of  his  hand,  repeats, 
"  Watch,  ho  !  Watch  !  "  The  line  then  runs  out  until  it  brings 
up  by  the  lead's  being  on  bottom,  or  until  there  is  enough  out 
to  show  that  there  is  no  bottom  to  be  reached.  The  officer 
notes  the  depth  by  the  line,  which  is  then  snatched,  and  the 
men  haul  it  aboard,  and  coil  it  away  fair.  If  the  lead  has 
been  on  the  bottom,  the  arming  of  tallow  will  bring  up  some 
of  it ;  by  which  the  character  of  the  soundings  may  be  ascer- 
tained. 

The  soundings,  however,  cannot  be  taken  until  the  vessel's 
way  has  been  stopped  or  deadened.  For  this  purpose,  before 
heaving  the  lead,  either  luff  up  and  keep  all  shaking,  or  brace 
aback  the  main  or  mizzen  topsail,  or  both,  according  to  your 
headway,  keeping  the  head  yards  full.  If  you  are  going  free 
with  studdingsails  set,  you  may  clew  up  the  lower  and  boom- 
end  the  topmast  studdingsails,  bring  her  up  to  the  wind,  and 
keep  the  sails  lifting,  without  getting  them  aback. 

It  has  been  laid  down  as  a  rule,  that  if  the  vessel  sags  much 
to  leeward,  as  when  under  short  sail  in  a  gale  of  wind,  pass  the 
line  from  the  weather  side  round  the  stern,  clear  of  everything, 
and  heave  the  lead  from  the  lee  side ;  otherwise  she  would  leave 
the  lead  too  far  to  windward  for  measurement,  or  for  recover- 
ing it  again.  But  in  this  mode  there  is  great  danger  of  the 
line  getting  caught  on  the  bottom  or  at  the  rudder-heel.  It 
must  be  very  deep  water  if  a  vessel  cannot  be  managed  so  as 
to  get  soundings  to  windward. 

HEAVING  THE  LOG. — One  man  holds  the  log-reel,  upon  which 
the  log-line  is  wound,  another  holds  the  glass,  and  the  offi- 
cer squares  the  chip ;  and,  having  coiled  up  a  little  of  the  stray 
line,  he  throws  the  chip  overboard  astern,  or  from  the  lee  quarter. 
As  he  throws  the  chip,  he  calls  out,  "  Watch  !  "  To  which  the 
man  with  the  glass  answers,  "  Watch."  As  soon  as  the  mark 
for  the  stray-line  goes  off  the  reel,  he  calls  out,  "  Turn ! "  and 
the  man  turns  the  glass,  answering,  "  Turn,"  or  "  Done," 


COMING    TO    ANCHOR.  87 

The  instant  the  sand  has  run  out,  he  calls,  "  Out ! "  or  "  Stop ! " 
and  the  officer  stops  the  line  and  notes  the  marks.  It  is  then 
wound  up  again  on  the  reel. 


CHAPTER  XV. 

COMING   TO    ANCHOR. 

Getting  ready  for  port.  Coming  to  anchor, — close-hauled — free.  Moor 
ing.  Flying  moor.  Clearing  hawse.  To  anchor  with  a  slip-rope. 
Slipping  a  cable.  Coming-to  at  a  slipped  cable. 

G-ETTING  READY  FOR  PORT. — Get  your  anchors  off  the  hows, 
and  let  them  hang  by  the  cat-stoppers  and  shank-painters. 
Bend  your  cables  and  overhaul  a  few  ranges  forward  of  the 
windlass,  according  to  the  depth  of  the  anchorage  and  the 
strength  of  the  tide  or  wind,  and  range  the  remainder  that 
you  expect  to  use  along  the  decks,  abaft  the  windlass.  Have 
the  boats  ready  for  lowering,  and  a  spare  hawser,  with  some 
stout  rope  for  kedging  or  warping,  at  hand,  coiled  on  the 
hatches. 

COMING  TO  ANCHOR. — If  you  have  the  wind  free  and  all  sail 
set,  take  in  your  studdingsails,  make  them  up  and  stow  them 
away,  rig  in  the  booms  and  coil  away  the  gear,  and  have  all 
ready  in  good  season.  You  may  then,  as  you  draw  in  toward 
the  anchorage,  take  in  your  royals  and  flying  jib,  furling  the 
royals  if  you  have  time.  The  topgallant  sails  are  next  taken 
in,  and  the  foresail  hauled  up.  The  topgallant  sails  may  be 
furled  or  not,  according  to  the  strength  of  the  wind  and  the 
number  of  hands.  If  you  are  before  the  wind,  your  mainsail 
will  be  hauled  up,  or,  if  the  sheet  is  aft,  haul  up  the  lee  clew- 
garnet.  Get  your  ship  under  her  topsails,  jib  and  spanker. 
When  near  the  ground,  clew  up  the  fore  and  main  topsails, 
put  the  helm  down,  haul  down  the  jib  and  flatten  in  the 


88  MOORING. 

spanker.  If  you  have  too  much  headway,  back  the  mizzen 
topsail.  Cock-bill  your  anchor  and  stream  the  buoy.  When 
she  has  lost  her  headway,  let  go  the  anchor.  Let  hands  stand 
by  to  give  her  chain,  as  she  needs  it. 

If  you  come  into  anchoring  ground  close-hauled,  haul  in 
the  weather  fore  and  main  braces,  and  clew  up.  If  the  wind 
is  light,  you  may  square  the  fore  and  main  yards  before  clew- 
ing up.  This  will  deaden  her  way.  If  the  wind  is  fresh,  it 
would  make  it  difficult  to  clew  up  the  sails.  Haul  down  the 
jib,  and  come  to  by  the  spanker,  or  mizzen  topsail  and  spank- 
er. If  the  wind  is  light,  she  may  need  the  mizzen  topsail ; 
if  not,  it  may  be  taken  in,  and  she  may  be  brought  to  by  the 
spanker.  If  she  has  too  much  headway  or  there  is  a  tide  set- 
ting her  in,  throw  all  aback. 

MOORING. — A  vessel  is  said  to  be  moored  when  she  rides 
with  more  than  one  anchor,  in  different  directions.  The  com- 
mon method  of  mooring  is,  when  you  have  come  to  with  one 
anchor,  to  pay  out  chain  and  let  her  drop  astern  until  you 
have  out  double  the  scope  you  intend  to  ride  by.  Then  let  go 
your  other  anchor.  Slack  up  the  cable  of  the  latter  anchor, 
and  heave  in  on  that  of  the  first,  until  you  have  the  same  scope 
to  each  anchor.  You  may  also  moor  by  lowering  the  anchor 
and  lashing  it  to  the  stern  of  the  long  boat,  and  coiling  away 
the  full  scope  in  the  bottom  of  the  boat.  You  may  then  pull 
off  and  pick  out  your  own  berth,  and  let  go. 

If  you  wish  to  drop  your  second  anchor  in  any  other  place 
than  directly  to  leeward  of  the  first,  you  may,  without  using 
your  long  boat,  warp  the  vessel  over  the  berth  intended  for 
your  second  anchor. 

You  should  always  moor  so  that  you  may  ride  with  an 
open  hawse  in  the  direction  from  which  you  are  liable  to  the 
strongest  winds.  If  you  have  chain  cables,  you  may  moor 
with  both  cables  bent  to  a  swivel  just  clear  of  the  hawse 
hole,  one  chain  coming  in-board.  In  moderate  weather, 
and  where  you  are  not  in  a  strong  tide-way,  it  will  generally 
be  sufficient  to  let  go  one  anchor,  since,  if  you  have  out  a 
good  scope  of  chain,  you  will  ride  by  the  bight  of  it,  and  it 
will  require  a  very  heavy  blow  to  bring  a  strain  upon  the 
anchor. 


MOORING. — CLEARING  HAWSE*  89 

In  mooring,  you  should  always  have  a  shackle  near  the 
hawse-hole,  for  clearing  hawse.  If  it  is  just  abaft  the  wind- 
lass, it  will  be  convenient  in  case  you  wish  to  slip  your  cable. 

A  FLYING  MOOR — sometimes  called  a  RUNNING  MOOR. — Have 
both  anchors  ready  for  letting  go,  with  double  the  scope  of 
chain  you  intend  to  ride  by  ranged  for  the  \Veather  anchor, 
and  the  riding  scope  of  the  lee  chain.  There  are  two  ways  of 
making  a  flying  moor.  One  is  to  clew  up  everything  and  let 
go  the  first  anchor  while  she  has  sufficient  headway  to  run 
out  the  whole  double  range.  When  it  is  all  out,  or  just  be- 
fore, luff  sharp  up,  brace  aback  to  stop  her  way,  and  let  go  the 
other  anchor.  Then  heave  in  on  the  first  and  light  out  on 
the  second,  until  there  is  the  same  scope  to  each.  This  mode 
is  almost  impracticable  in  a  merchant  vessel,  where  there  is 
but  one  deck,  and  where  the  chain  may  have  to  be  paid  out 
over  a  windlass,  since  the  headway  would  in  most  cases  be 
soon  stopped. 

The  other  mode  is,  to  lay  all  flat  aback,  and  the  moment 
the  headway  ceases,  let  go  your  first  anchor,  paying  out  chain 
as  she  drops  astern,  until  double  your  riding  scope  is  out. 
Then  let  go  your  second  anchor  and  heave  in  on  the  first. 

CLEARING  HAWSE. — When  a  vessel  is  moored  she  may 
swing  so  as  to  get  a  foul  hawse ;  that  is,  so  as  to  bring  one 
cable  across  the  other.  If  one  cable  lies  over  the  other,  it  is 
called  a  cross.  When  they  make  another  cross,  it  is  called 
an  elbow.  Three  crosses  make  a  round  turn.  The  turns 
may  be  kept  out  of  a  cable  by  tending  the  vessel  when  she 
swings,  and  casting  her  stern  one  side  or  the  other,  by  the 
helm,  jib  and  spanker.  To  clear  hawse,  trice  the  slack  cable 
up  by  a  line  or  a  whip  purchase  and  hook,  below  the  turns. 
Lash  the  two  cables  together  just  below  the  lowest  turn. 
Pass  a  line  round  the  cable  from  outside,  following  each  turn, 
and  in  through  the  hawse-hole  of  the  slack  cable,  and  bend  it 
to  the  shackle*  Unshackle  and  bend  a  line  to  the  end. 
Rouse  the  cable  out  through  the  hawse-hole,  slacking  up  on 
the  end  line,  and  tricing  up  if  necessary.  Take  out  the  turns 
by  the  first  line  passed  in,  and  haul  in  again  on  the  end  line. 
Shackle  the  chain  again,  heave  taut,  and  cast  off  the  lashings. 

To  ANCHOR  WITH  A  SLIP-ROPE. — This  is  necessary  when 
8* 


90  SLIPPING. 

you  are  lying  in  an  open  road-stead,  where  you  must  stand 
out  to  sea  upon  a  gale  coming  up,  without  taking  time  to 
get  your  anchor.  You  must  ride  at  one  anchor.  Having 
come  to,  take  a  hawser  round  from  the  quarter  on  the  same 
side  with  your  anchor,  outside  of  everything,  and  bend  its  end 
to  the  cable  just  below  the  hawse-hole.  Have  a  buoy  triced 
up  forward,  clear  of  everything  and  carry  the  buoy-rope  in 
through  the  hawse-hole,  and  round  the  windlass,  with  three 
turns,  (the  first  turn  being  outside  the  others,)  and  bend  it  to  the 
shackle  which  is  to  be  cast  off  when  the  cable  is  slipped. 
Have  another  buoy  bent  to  the  end  of  the  hawser  which  is 
to  be  used  for  the  slip-rope. 

To  SLIP  A  CABLE. — "When  ready  to  slip,  everything  having 
been  prepared  as  above,  unshackle  the  chain  abaft  the  wind- 
lass, and  hoist  the  topsails,  reefed,  if  necessary.  Stream  the 
buoy  for  the  end  of  the  chain,  and  that  at  the  end  of  the  slip- 
rope  aft.  Take  good  turns  with  the  slip-rope  round  the 
timber-heads,  at  the  quarter.  Hoist  the  fore  topmast  staysail 
and  back  the  fore  topsail,  hauling  in  the  braces  on  the  same 
side  with  the  cable,  so  that  she  may  cast  to  the  opposite  side. 
Fill  the  after  yards,  and  let  go  the  end  of  the  cable.  Hold  on 
to  the  slip-rope  aft,  until  her  head  is  fairly  off;  then  let  go, 
brace  full  the  head  yards,  and  set  the  spanker. 

COMING-TO  AT  A  SLIPPED  CABLE. — Keep  a  lookout  for  your 
buoys.  Having  found  them,  heave-to  to  windward  of 
them,  send  a  boat  with  a  strong  warp  and  bend  it  to  the 
slip-rope  buoy,  take  the  other  end  to  the  capstan  and  walk 
the  ship  up  to  the  buoy.  Take  the  slip-rope  through  the 
chock,  forward,  and  heave  on  it  until  you  get  the  chain,  where 
the  slip-rope  was  bent  to  it,  under  foot.  Make  well  fast  the 
slip-rope,  then  fish  the  buoy  at  the  end  of  the  chain,  haul  up 
on  that  buoy-rope,  and  get  the  end  of  the  chain.  Rouse  it  in 
through  the  hawse-hole  and  shackle  it.  Heave  taut,  until  the 
bend  of  the  slip-rope  is  above  the  water,  then  take  the  other 
enl  round  aft  and  make  it  fast  at  the  quarter-port  again. 
Pass  in  the  buoy-rope  for  the  end  of  the  chain,  and  you  are  all 
ready  for  slipping  again. 


GETTING  UNDER  WAT.  01 

/ 

CHAPTER  XVI. 

GETTING  UNDER   WAY. 

To  unmoor.  Getting  under  way  from  a  single  anchor.  To  cat  and  fish. 
To  get  under  way  with  a  wind  blowing  directly  out,  and  riding  head  to 
it ; — with  a  rock  or  shoal  close  astern ; — when  riding  head  to  wind  and 
tide,  and  to  stand  out  close-hauled ; — wind-rode,  with  a  weather  tide  5 — 
tide-rode,  casting  to  windward; — tide-rode,  wearing  round. 

UNMOOR. — Pay  out  on  your  riding  cable,  heaving  in  the 
slack  of  the  other.  When  the  other  is  short,  trip  it,  cat  and 
fish,  and  heave  in  on  your  riding  cable.  Instead  of  this 
method,  the  anchor  which  you  are  not  riding  by  may  be 
weighed,  if  it  is  a  small  one,  by  the  long  boat.  Send  the 
long  boat  out  over  the  anchor,  take  aboard  the  buoy-rope, 
carrying  it  over  the  roller  in  the  boat's  stern,  or  through  the 
end  of  a  davit,  clap  the  watch-tackle  to  it,  and  weigh  it  out 
of  the  ground.  This  done,  and  the  buoy-rope  and  tackle 
secured  to  the  boat,  heave  in  on  the  chain  on  board,  which 
will  bring  the  anchor  alongside,  the  boat  approaching  at  the 
same  time.  When  under  the  bow,  cast  off  the  fasts  to  the 
boat,  heave  up  the  anchor,  cat  and  fish. 

GETTING  UNDER  WAT  FROM  A  SINGLE  ANCHOR. — It  is  the 
duty  of  the  chief  mate  to  see  all  ready  forward  for  getting 
under  way ;  the  rigging  fair  for  making  sail,  the  cat  and  fish- 
tackles  rove,  and  the  fish-davit  at  hand.  Heave  short  on  your 
chain  and  pawl  the  windlass.  Loose  all  the  sails,  if  the  wind 
is  light,  and  sheet  home  and  hoist  up  topsails,  topgallant  sails, 
and  royals.  If  there  is  a  stiff  breeze,  set  topsails  alone,  whole 
or  reefed.  You  should  always,  if  it  will  answer,  cast  on  the 
opposite  side  from  your  anchor ;  that  is,  if  you  are  riding  by 
your  starboard  anchor,  cast  to  port.  Brace  your  head  yards 
aback  and  your  after  yards  full,  for  the  tack  you  mean  to  cast 
upon.  The  sails  being  set,  man  the  windlass  again,  give  her 
a  sheer  with  the  helm,  and  trip  your  anchor.  The  mate  re- 


92  GETTING    UNDER   WAT. 

ports  when  it  is  away.  As  soon  as  it  is  away,  hoist  the  jib. 
The  fore  topsail  aback  will  pay  her  head  off.  Put  the  helm 
for  stern-board.  When  her  head  is  off  enough,  fill  away  the 
head  yards  and  haul  out  the  spanker,  shifting  the  helm  for 
headway.  Trim  the  yards  for  your  course,  and  make  sail  on 
her.  If  the  wind  is  light  and  the  sea  smooth,  you  may  cat 
and  fish  your  anchor  after  you  get  under  way ;  but  it  is  best 
in  a  rough  sea  to  keep  the  vessel  hove-to  until  the  anchor 
is  catted  and  fished. 

To  CAT  AND  FISH  AN  ANCHOR. — When  the  anchor  is  lifted 
and  brought  under  foot,  pawl  the  windlass,  keeping  a  good 
hold  on  the  chain.  Overhaul  down  the  cat-block  and  hook  it 
to  the  ring  of  the  anchor.  Stretch  along  the  cat-fall  and  let 
all  hands  tally  on.  Set  taut  on  the  cat-tackle  and  pay  out  a 
little  chain.  Hoist  away  the  anchor  to  the  cat-head,  and 
belay  the  fall.  Pass  the  cat-stopper  through  the  ring  of  the 
anchor,  through  the  chock,  belay  it  to  the  cat-tail,  and  seize 
it  to  its  own  part.  Overhaul  down  the  fish-tackle,  hook  the 
lower  block  to  the  pennant,  and  hook  the  fish-hook  to  the 
inner  fluke  of  the  anchor.  Rig  out  your  fish-davit  across  the 
forecastle,  and  put  the  bigh«t  of  the  pennant  into  the  sheave- 
hole.  Get  a  guy  over  it,  near  the  outer  end,  to  keep  it  down, 
and  another  at  the  inner  end,  to  keep  it  out.  Get  the  shoe 
over  the  side,  to  fend  off  the  bill  of  the  anchor.  Hoist  the 
fluke  well  up,  pass  the  shank-painter  under  the  inner  arm 
and  shank,  bring  it  inboard,  and  belay  and  stop  it  to  the 
timber-heads.  Rig  in  the  davit,  unreeve  the  cat-fall  and  fish- 
tacide. 

A  vessel  may  sometimes  be  got  under  way  to  advantage 
with  the  jib  and  spanker;  particularly  if  the  wind  is  blowing 
directly  out  of  the  harbor.  Heave  the  anchor  up  at  once. 
When  it  has  broken  ground,  hoist  the  jib,  and,  as  she  pays  off, 
haul  out  the  spanker.  Keep  her -under  this  sail  until  the 
anchor  is  catted  and  fished,  then  make  sail  and  stand  out. 

TO  GET  UNDER  WAY,  WITH  A  WIND  BLOWING  DIRECTLY  OUT, 

AND  RIDING  HEAD  TO  IT. — Suppose  the  ship  to  have  her  star- 
board anchor  down.  Heave  short  and  clear  away  the  jib,  and 
put  the  helm  to  port.  Heave  again  until  the  anchor  is  up  to 
the  bows.  Cat  and  fish.  When  the  anchor  is  a-weigh,  hoist  the 


GETTING    UNDER   WAY.  93 

jib.  Let  her  pay  off  under  the  jib.  When  she  gathers  head- 
way, shift  the  helm,  and  let  fall  the  sails.  When  she  gets 
before  it,  sheet  home  and  hoist  the  topsails,  set  the  foresail, 
and  haul  down  the  jib.  Make  sail  aloft. 

To  GET  UNDER  WAY,  RIDING  HEAD  TO  THE  WIND,  WITH  A  ROCK 

OR  SHOAL  CLOSE  ASTERN. — Supposi  you  wish  to  cast  the  ship 
on  the  starboard  tack.  Heave  in  a  safe  scope  on  the  chain, 
and  run  out  a  kedge  with  a  hawser  from  the  starboard  bow. 
Cast  off  the  yard-arm  gaskets  and  mast-head  the  topsails, 
keeping  the  bunts  fast.  Heave  taut  on  the  hawser,  and  brace 
the  yards  up  for  the  starboard  tack  fore  and  aft,  hauling  the 
jib  sheet  to  windward.  Heave  up  the  anchor,  taking  in  the 
slack  of  the  hawser,  cat  it,  pass  the  stopper,  and  have  all  ready 
for  letting  go.  Haul  ahead  on  the  hawser,  and  as  soon  as  the 
kedge  is  short  a-peak  or  comes  home,  sheet  home  the  topsails, 
run  up  the  jib,  and  put  the  helm  a-starboard.  As  soon  as 
the  jib  fills,  run  the  kedge  up  and  take  it  in.  When  the 
topsails  take  and  she  gathers  headway,  draw  the  jib,  set  the 
spanker,  board  fore  and  main  tacks,  haul  aft  sheets,  and  right 
the  helm.  If  she  falls  off  too  rapidly  when  the  topsails  take, 
give  her  the  spanker  and  mainsail,  easing  off  the  jib  sheet. 
When  she  comes  to,  haul  aft  the  jib  sheet  and  board  the  fore 
tack.  If,  when  the  kedge  is  a-weigh,  she  falls  off  on  the 
wrong  side,  let  go  the  anchor. 

To  GET  UNDER  WAY,  RIDING  HEAD  TO  WIND  AND  TIDE,  AND  TO 

STAND  OUT  CLOSE-HAULED. — Suppose  you  wish  to  cast  to  port. 
Heave  short,  keeping  the  helm  a-starboard.  Set  the  topsails. 
Brace  up  the  after  yards  for  the  starboard  tack,  and  back  the 
head  yards.  Man  the  windlass  and  heave  up  the  anchor. 
When  the  anchor  is  a-weigh,  hoist  the  jib.  When  she  has 
payed  off  sufficiently,  fill  away  the  head  yards,  shift  the  helm 
for  headway,  set  the  spanker,  and  make  sail.  Cat  and  fish, 
either  before  or  after  filling  away. 

If  you  have  no  room  to  cast  on  either  side,  but  have  a  vessel 
on  each  quarter,  heave  short,  set  the  topsails,  jib,  and  spanker, 
brace  all  the  yards  half  up  for  the  starboard  tack,  weigh  the 
anchor,  and  put  the  helm  to  port.  The  tide  acting  on 
the  rudder  will  sheer  her  head  to  starboard.  When  the 


94  GETTING   UNDER  WAY. 

sails  take  aback  and  give  her  stern  way,  the  rudder  and  after 
sails  will  act  against  the  head  sails,  and  she  will  drift  fairly 
down  between  the  two  vessels.  Keep  her  off  or  to,  by  the 
spanker  and  jib.  When  you  are  clear,  cast  to  port;  or, 
haul  up  the  spanker,  shiver  the  after  yards,  and  let  her  go  off 
before  it. 

To    GET    UNDER  WAY    WIND-RODE,    WITH   A   WEATHER    TIDE; 

that  is,  a  tide  setting  to  windward. — Suppose  you  wish  to 
cast  to  port.  Heave  short,  loose  the  sails,  and  set  the  top- 
sails. Square  the  after  yards,  and  haul  in  the  starboard  head- 
braces.  Heave  again,  and,  when  you  are  a-weigh,  put  the 
helm  to  port  and  hoist  the  jib.  When  she  has  payed  off 
enough,  fill  away  the  head  yards  and  shift  the  helm  for  head- 
way. 

To   GET    UNDER   WAY,  TIDE-RODE,    CASTING   TO   WINDWARD. — 

Suppose  the  wind  to  be  a  little  on  the  starboard  bow,  and  you 
wish  to  cast  to  starboard,  standing  out  on  the  larboard  tack. 
Having  hove  short  and  set  the  topsails,  brace  up  the  after  yards 
for  the  larboard  tack,  and  brace  the  head  yards  aback.  Weigh 
the  anchor,  keeping  your  helm  to  port,  and  hauling  the 
spanker  boom  well  over  to  starboard.  When  she  comes  head 
to  the  wind,  hoist  the  jib,  with  the  sheet  to  port.  Shift  the 
helm  for  stern  way.  As  she  falls  off,  draw  the  jib,  fill  the 
head  yards,  and  shift  the  helm  for  headway. 

To  GET  UNDER  WAY,  TIDE -RODE,  WEARING  ROUND. — Suppose 

you  have  the  wind  on  your  starboard  quarter,  and  are  obliged 
to  wear  her  round  and  stand  out  on  the  larboard  tack.  Set 
the  topsails,  square  the  head  yards,  and  shiver  the  after  yards. 
When  the  anchor  is  a-weigh,  put  the  helm  hard  a-starboard, 
and  give  her  the  foresail,  if  necessary.  Having  headway, 
she  will  go  round  on  her  keel,  and  you  may  proceed  as  in 
wearing. 

If  a  vessel  is  in  a  confined  situation,  without  room  to  cast 
by  her  sails  or  by  the  tide,  she  may  be  cast  by  a  spring  upon 
her  cable,  leading  in  at  that  which  will  be  the  weather 
quarter.  The  spring  may  be  bent  to  the  ring  of  the  anchor 
before  it  is  let  go,  or  it  may  be  seized  to  the  cable  just  outside 
the  hawse-hole, 


GETTING   UNDER   WAY.  95 

It  will  be  remembered  tbat  when  a  vessel  is  riding  head 
to  the  tide,  the  helm  is  to  be  put  as  though  she  had  headway; 
and  when  the  tide  sets  from  astern,  as  though  she  had  stern- 
way.  But  you  should  be  reminded  that  when  you  have  the 
wind  and  tide  both  ahead,  if  the  vessel,  after  you  weigh  you*" 
anchor,  goes  astern  faster  then  the  current,  the  helm  must  bf 
used  as  for  stern-board. 


DICTIONARY  OF  SEA  TERMS. 


ABACK.   The  situation  of  the  sails  when  the  wind  presses  their  surfaces 

against  the  mast,  and  tends  to  force  the  vessel  astern. 
ABAFT.   Toward  the  stern  of  a  vessel. 
ABOARD.    Within  a  vessel. 
ABOUT.   On  the  other  tack. 
ABREAST.   Alongside  of.     Side  by  side. 
ACCOMMODATION.    (See  LADDER.) 
A-COCK-BILL.   The  situation  of  the  yards  when  they  are  topped  up  at 

an  angle  with  the  deck.     The  situation  of  an  anchor  when  it 

hangs  to  the  cathead  by  the  ring  only. 
ADRIFT.    Broken  from  moorings  or  fasts.   Without  fasts. 
AFLOAT.   Resting  on  the  surface  of  the  water. 
AFORE.     Forward.     The  opposite  of  abaft. 
AFT — AFTER.    Near  the  stern. 
AGROUND.    Touching  the  bottom. 
AHEAD.   In  the  direction  of  the  vessel's  head.     Wind  ahead  is  from  the 

direction  toward  which  the  vessel's  head  points. 
A-HULL.     The   situation  of  a  vessel  when  she  lies  with  all  her  sails 

furled  and  her  helm  lashed  a-lee. 

A-LEE.   The  situation  of  the  helm  when  it  is  put  in  the  opposite  direc- 
tion from  that  in  which  the  wind  blows. 
ALL-ABACK.   When  all  the  sails  are  aback. 
ALL  HANDS.    The  whole  crew. 
ALL  IN  THE  WIND.   When  all  the  sails  are  shaking. 
ALOFT.   Above  the  deck. 
ALOOF.     At  a  distance. 
AMAIN.    Suddenly.     At  once. 
AMIDSHIPS.   In  the  centre  of  the  vessel ;  either  with  reference  to  her 

length  or  to  her  breadth. 
ANCHOR.     The  machine  by  which,  when  dropped  to  the  bottom,  the 

vessel  is  held  fast. 
ANCHOR-WATCH.  (See  WATCH.) 
AN-END.     When  a  mast  is  perpendicular  to  the  deck. 
A-PEEK.    When  the  cable  is  hove  taut  so  as  to  bring  the  vessel  nearly 

over  her  anchor.     The  yards  are  a-peek  when  they  are  topped  up 

by  contrary  lifts.  VVv 

APRON.    A  piece  of  timber  fixed  behind  the  lower  part  of  the  stem,  just 

above  the  fore  end  of  the  keel.     A  covering  to  the  vent  6r  lock 

of  a  cannon. 
ARM.   YARD-ARM.   The  extremity  of  a  yard.     Also,  the  lower  part  of  an 

anchor,  crossing  the  shank  and  terminating  in  the  flukes. 
ARMING.  A  piece  of  tallow  put  in  the  cavity  and  over  the  bottom  of  a 

lead-line. 

A-STERN.    In  the  direction  of  the  stern.     The  opposite  of  ahead. 
A-TAUNT.    (See  TAUNT.) 


A~  -  (X 


u/r 


DICTIONARY   OF    SEA    TERMS.  97 

ATHWART.   Across. 

Athwart- ships.   Across  the  line  of  the  vessel's  keel. 
Athwart- hawse.   Across  the  direction  of  a  vessel's  head.  Across 
her  cable. 

ATHWART-SHIPS.  Across  the  length  of  a  vessel.  In  opposition  to  fore- 
and-aft. 

A-TRIP.  The  situation  of  the  anchor  when  it  is  raised  clear  of  the 
ground.  The  same  as  a-weigh. 

AVAST,  or  'VAST.   An  order  to  stop ;  as,  "Avast  heaving !  " 

A-WEATHER.  The  situation  of  the  helm  when  it  is  put  in  the  direction 
from  which  the  wind  blows. 

A-WEIGH.  The  same  as  a-trip. 

AWNING.  A  covering  of  canvass  over  a  vessel's  deck,  or  over  a  boat, 
to  keep  off  sun  or  rain. 

BACK.    To  back  an  anchor,  is  to  carry  out  a  smaller  one  ahead  of  the 
one  by  which  the  vessel  rides,  to  take  off  some  of  the  strain. 
To  back  a  sail,  is  to  throw  it  aback. 
To  back  and  Jill,  is  alternately  to  back  and  fill  the  sails. 

BACKSTAYS.  Stays  running  from  a  masthead  to  the  vessel's  side, 
slanting  a  little  aft.  (See  STAYS.) 

BAGPIPE.  To  bagpipe  the  mizzen,  is  to  lay  it  aback  by  bringing  the 
sheet  to  the  weather  mizzen  rigging. 

BALANCE-REEF.  A  reef  in  a  spanker  or  fore-and-aft  mainsail,  which 
runs  from  the  outer  head-earing,  diagonally,  to  the  tack.  It  is 
the  closest  reef,  and  makes  the  sail  triangular,  or  nearly  so. 

BALE.     To  bale  a  boat,  is  to  throw  water  out  of  her. 

BALLAST.   Heavy  material,  as  iron,  lead,  or  stone,  placed  in  the  bot- 
tom of  the  hold,  to  keep  a  vessel  from  upsetting. 
To  freshen  ballast,  is  to  shift  it.     Coarse  gravel  is  called  shingle 
ballast. 

BANK.  A  boat  is  double  banked  when  two  oars,  one  opposite  the  other, 
are  pulled  by  men  seated  on  the  same  thwart. 

BAR.   A  bank  or  shoal  at  the  entrance  of  a  harbor. 

Capstan-bars  are  heavy  pieces  of  wood  by  which  the  capstan  is 
hove  round. 

BARE-POLES.  The  condition  of  a  ship  when  she  has  no  sail  set. 

BARGE.  A  large  double-banked  boat,  used  by  the  commander  of  a 
vessel,  in  the  navy. 

BARK,  or  BARQUE.  (See  PLATE  4.)  A  three-masted  vessel,  having  her 
fore  and  main  masts  rigged  like  a  ship's,  and  her  mizzen  mast 
like  the  main  mast  of  a  schooner,  with  no  sail  upon  it  but  a 
spanker,  and  gaff  topsail. 

BARNACLE.   A  shell-fish  often  found  on  a  vessel's  bottom. 

BATTENS.  Thin  strips  of  wood  put  around  the  hatches,  to  keep  the 
tarpaulin  down.  Also,  put  upon  rigging  to  keep  it  from  chafing. 
A  large  batten  widened  at  the  end,  and  put  upon  rigging,  is 
called  a  Scotchman. 

BEACON.  A  post  or  buoy  placed  over  a  shoal  or  bank  to  warn  vessels 
off.  Also  as  a  signal-mark  on  land. 

BEAMS.     Strong  pieces  of  timber  stretching  across  the  vessel,  to  sup- 
port the  decks. 
On  the  weather  or  lee  beam,  is   in  a  direction  to  windward  or 

leeward,  at  right  angles  with  the  keel. 

On  beam-ends.    The  situation  of  a  vessel  when  turned  over  so 
that  her  beams  are  inclined  toward  the  vertical. 

BEAR.   An  object  bears  so  and  so,  when  it  is  in  such  a  direction  from 
the  person  looking. 
9 


98  DICTIONARY   OF   SEA   TERMS. 

To  bear  down  upon  a  vessel,  is  to  approach  her  from  the  windward. 
To  bear  up,  is  to  put  the  helm  up  and  keep  a  vessel  off  from  her 

course,  and  move  her  to  leeward. 

To  bear  away,  is  the  same  as  to  bear  up ;  being  applied  to  the  ves- 
sel instead  of  to  the  tiller. 
To  bear-a-hand.    To  make  haste. 

BEARING.  The  direction  of  an  object  from  the  person  looking.  The 
bearings  of  a  vessel,  are  the  widest  part  of  her  below  the 
plank-shear.  That  part  of  her  hull  which  is  on  the  water-line 
when  she  is  at  anchor  and  in  her  proper  trim. 

BEATING.   Going  toward  the  direction  of  the  wind,  by  alternate  tacks. 
BECALM.   To  intercept  the  wind.     A  vessel  or  highland  to  windward 

is  said  to  becalm  another.     So  one  sail  becalms  another. 
BECKET.   A  piece  of  rope  placed  so  as  to  confine  a  spar  or  another 
rope.     A  handle  made  of  rope,  in  the  form  of  a  circle,  (as  the 
handle  of  a  chest,)  is  called  a  becket. 
BEES.   Pieces  of  plank  bolted  to  the  outer  end  of  the  bowsprit,  to  reeve 

the  foretopmast  stays  through. 
BELAY.     To  make  a  rope  fast  by  turns  round  a  pin  or  coil,  without 

hitching  or  seizing  it. 
BEND.    To  make  fast. 

To  bend  a  sail,  is  to  make  it  fast  to  the  yard. 
To  bend  a  cable,  is  to  make  it  fast  to  the  anchor. 
A  bend,  is  a  knot  by  which  one  rope  is  made  fast  to  another. 
BENDS.     (See  PLATE  3.)     The  strongest    part  of  a  vessel's    side,  to 
which  the  beams,  knees,  and  foot-hooks  are  bolted.     The  part 
between  the  water's  edge  and  the  bulwarks. 
BENEAPED.    (See  NEAPED.) 
BENTICK    SHROUDS.    Formerly  used,  and  extending  from  the  futtock- 

staves  to  the  opposite  channels. 

BERTH.    The  place  where  a  vessel  lies.  The  place  in  which  a  man  sleeps. 
BETWEEN-DECKS.    The  space  between  any  two  decks  of  a  ship. 
BIBBS.   Pieces  of  timber  bolted  to  the  hounds  of  a  mast,  to  support  the 

trestle-trees. 

BIGHT.  The  double  part  of  a  rope  when  it  is  folded ;  in  contradistinction 
from  the  ends.  Any  part  of  a  rope  may  be  called  the  bight,  ex- 
cept the  ends.  Also,  a  bend  in  the  shore,  making  a  small  bay  or 
inlet. 

BILGE.   That  part  of  the  floor  of  a  ship  upon  which  she  would  rest  if 
aground ;  being  the  part  near  the  keel  which  is  more  in  a  hori- 
zontal than  a  perpendicular  line. 
Bilge-ways.   Pieces  of  timber  bolted  together  and  placed  under 

the  bilge,  in  launching. 
Bilged.    When  the  bilge  is  broken  in. 
Bilge  Water.   Water  which  settles  in  the  bilge. 
Bilge.   The  largest  circumference  of  a  cask. 
BILL.  The  point  at  the  extremity  of  the  fluke  of  an  anckoi*- 

BlLLET-HEAD.     (See  HEAD.) 

BINNACLE.   A  box  near  the  helm,  containing  the  compass. 

BITTS.    Perpendicular  pieces  of  timber  going  through  the  deck,  placed  to 

secure  anything  to.     The  cables  are  fastened  to  them,  if  there  is 

no  windla'ss.     There  are  also  bitts  to  secure  the  windlass,  and 

on  each  side  of  the  heel  of  the  bowsprit. 

BITTER,  or  BITTER-END.   That  part  of  the  cable  which  is  abaft  the  bitts. 
BLACKWALL  HITCH.    (See  PLATE  5  and  page  49.) 
BLADE.   The  flat  part  of  an  oar,  which  goes  into  the  water. 
BLOCK.   A  piece  of  wood  with  sheaves,  or  wheels,  in  it,  through  which 

the  running  rigging  passes,  to  add  to  the  purchase.  (See  page  53.) 


wtrotsC  lii^ttd 


DICTIONARY    OF   SEA   l^RMS.  99 

BLUFF.   A  bluff-bowed  or  bluff-headed  vessel  is  one  which  is  full  and 

square  forward. 

BOARD.   The  stretch  a  vessel  makes  upon  one  tack,  when  she  is  beating. 
Stern-board.     When  a  vessel  goes  stern  foremost. 
By  the  board.    Said  of  masts,  when  they  fall  over  the  side. 
BOAT-HOOK.     An  iron  hook  with  a  long   staff,  held  in  the   hand,  by 

which  a  boat  is  kept  fast  to  a  wharf,  or  vessel. 
BOATSWAIN.    (Pronounced  6o-s'n.)    A  warrant  officer  in  the  navy,  who 

has  charge  of  the  rigging,  and  calls  the  crew  to  duty.          ^ 
BOBSTAYS.    Used  to  confine  the  bowsprit  down  to  the  stem  or  cutwater. 
BOLSTERS.   Pieces  of  soft  wood,  covered  with  canvass,  placed  on  the 

trestle-trees,  for  the  eyes  of  the  rigging  to  rest  upon. 
BOLTS.   Long  cylindrical  bars  of  iron  or  copper,  used  to  secure  or  unite 

the  different  parts  of  a  vessel. 
BOLT-ROPE.   The  rope  which  goes  round  a  sail,  and  to  which  the  canvass 

is  sewed. 
BONNET.   An  additional  piece  of  canvass  attached  to  the  foot  of  a  jib, 

or  a  schooner's  foresail,  by  lacings.    Taken  off  in  bad  weather. 
BOOM.   A  spar  used  to  extend  the  foot  of  a  fore-and-aft  sail  or  studding- 
sail. 

Boom-irons.  Iron  rings  on  the  yards,  through  which  the  studding- 
sail  booms  traverse. 

BOOT-TOPPING.  Scraping  off  the  grass,  or  other  matter,  which  may  be 
on  a  vessel's  bottom,  and  daubing  it  over  with  tallow,  or  some 
mixture. 

BOUND.    Wind-bound.    When  a  vessel  is  kept  in  port  by  a  head  wind. 
Bow.   The  rounded  part  of  a  vessel,  forward. 
BOWER.    A  working  anchor,  the  cable  of  which  is  bent  and  reeved 

through  the  hawse-hole. 

Best  bower  is  the  larger  of  the  two  bow'ers.    (See  page  16.) 
BOW-GRACE.   A  frame  of  old  rope  or  junk,  placed  round  the  bows  and 

sides  of  a  vessel,  to  prevent  the  ice  from  injuring  her. 
BOWLINE.    (Pronounced  bo-lin.)  A  rope  leading  forward  from  the  leech 
of  a  square  sail,  to  keep  the  leech  well  out  when  sailing  close- 
hauled.   A  vessel  is  said  to  be  on  a  bowline,  or  on  a  taut  bowline, 
when  she  is  close-hauled. 
Bowline-bridle.   The  span  on  the  leech .  of  the  sail  to  which  the 

bowline  is  toggled. 

Bowline-knot.    (See  PLATE  5  and  page  49.) 
BOWSE.   To  pull  upon  a  tackle. 
BOWSPRIT.   (Pronounced  bo-sprit.)    A  large  and  strong  spar,  standing 

from  the  bows  of  a  vessel.     (See  PLATE  1.) 

BOX-HAULING.  Wearing  a  vessel  by  backing  the  head  sails.  (See  page  75. ) 
Box.    To  box  the  compass,  is  to  repeat  the  thirty-two  points  of  the  com- 
pass in  order. 
BRACE.   A  rope  by  which  a  yard  is  turned  about. 

To  brace  a  yard,  is  to  turn  it  about  horizontally. 

To  brace  up,  is  to  lay  the  yard  more  fore-and-aft. 

To  brace  in,  is  to  lay  it  nearer  square. 

To  brace  aback.    (See  ABACK.) 

To  brace  to,  is  to  brace  the  head  yards  a  little  aback,  in  tacking  or 

wearing. 
BRAILS.  Ropes  by  which  the  foot  or  lower  corners  of  fore-and-aft  sails 

are  hauled  up. 

BRAKE.   The  handle  of  a  ship's  pump. 
BREAK.    To  break  bulk,  is  to  begin  to  unload. 

To  break  ground,  is  to  lift  the  anchor  from  the  bottom. 

To  break  shear,  is  when  a  vessel,  at  anchor,  in  tending,  is  forced 


100  DICTIONARY   OF    SEA   TERMS. 

the  wrong  way  by  the  wind  or  current,  so  that  she  does  not  lie 
so  well  for  keeping  herself  clear  of  her  anchor. 

BREAKER.    A  small  casK  containing  water. 

BREAMING.   Cleaning  a  ship's  bottom  by  burning. 

BREAST-FAST.  A  rope  used  to  confine  a  vessel  sideways  to  a  wharf,  or 
to  some  other  vessel. 

BREAST-HOOKS.  Knees  placed  in  the  forward  part  of  a  vessel,  across  the 
stem,  to  unite  the  bows  on  each  side.  (See  PLATE  3.) 

BREAST-ROPE.    A  rope  passed  round  a  man  in  the  chains,  while  sounding. 

BREECH.    The  outside  angle  of  a  knee-timber.    The  after  end  of  a  gun. 

BREECHING.  A  strong  rope  used  to  secure  the  breech  of  a  gun  to  the 
ship's  side. 

BRIDLE.    Spans  of  rope  attached  to  the  leeches  of  square  sails,  to  which 

the  bowlines  are  made  fast. 
Bridle-port.     The  foremost  port,  used  for  stowing  the  anchors. 

BRIG.  A  square-rigged  vessel,  with  two  masts.  An  hermaphrodite  brig- 
has  a  brig's  foremast  and  a  schooner's  mainmast.  (See  PLATE  4.) 

BROACH-TO.  To  fall  off  so  much,  when  going  free,  as  to  bring  the  wind 
round  on  the  other  quarter  and  take  the  sails  aback. 

BROADSIDE.   The  whole  side  of  a  vessel. 

BROKEN-BACKED.  The  state  of  a  vessel  when  she  is  so  loosened  as  to 
droop  at  each  end. 

BUCKLERS.  Blocks  of  wood  made  to  lit  in  the  hawse-holes,  or  holes  in 
the  half-ports,  when  at  sea.  Those  in  the  hawse-holes  are 
sometimes  called  hawse-blocks. 

BULGE.    (See  BILGE.) 

BULK.    The  whole  cargo  when  stowed. 

Stowed  in  bulk,  Is  when  goods  are  stowed  loose,  instead  of  being 
stowed  in  casks  or  bags.    (See  BREAK  BULK.) 

BULK  HEAD.  Temporary  partitions  of  boards  to  separate  different  parts 
of  a  vessel. 

BULL.   A  sailor's  term  for  a  small  keg,  holding  a  gallon  or  two. 

BULL'S  EYE.  (See  page  53.)  A  small  piece  of  stout  wood  with  a  hole 
in  the  centre  for  a  stay  or  rope  to  reeve  through,  without  any 
sheave,  and  with  a  groove  round  it  for  the  strap,  which  is  usual- 
ly of  iron.  Also,  a  piece  of  thick  glass  inserted  in  the  deck 
to  let  light  below. 

BULWARKS.  The  wood  work  round  a  vessel,  above  her  deck,  consisting 
of  boards  fastened  to  stanchions  and  timber-heads. 

BUM-BOATS.  Boats  which  lie  alongside  a  vessel  in  port  with  provi- 
sions and  fruit  to  sell. 

BUMPKIN.  Pieces  of  timber  projecting  from  the  vessel,  to  board  the  fore 
tack  to  ;  and  from  each  quarter,  for  the  main  brace-blocks. 

BUNT.   The  middle  of  a  sail. 

BUNTINE.  (Pronounced  buntin.)  Thin  woollen  stuff  of  which  a  ship's 
colors  are  made. 

BUNTLINES.   Ropes  used  for  hauling  up  the  body  of  a  sail, 

BUOY.   A  floating  cask,  or  piece  of  wood,  attached  by  a  rope  to  an  anchor, 
to  show  its  position.     Also,  floated  over  a  shoal,  or  other  dan- 
gerous place  as  a  beacon. 
To  stream  a  baoy,  is  to  drop  it  into  the  water  before  letting  go  the 

anchor. 

A  buoy  is  said  to  watch,  when  it  floats  upon  the  surface  of  the 
water. 

BURTON.   A  tackle,  rove  in  a  particular  manner. 

A  single  Spanish  burton  has  three  single  blocks,  or  two  single 

blocks  and  a  hook  in  the  bight  of  one  of  the  running  parts. 
A  double  Spanish  burton  has  three  double  blocks.    (See  page  54.) 


DICTIONARY   OF   SEA   TERMS.  101 

BUTT.   The  end  of  a  plank  where  it  unites  with  the  end  of  another. 

Scuttle-butt.  A  cask  with  a  hole  cut  in  its  bilge,  and  kept  on  deck 
to  hold  water  for  daily  use. 

BUTTOCK.  That  part  of  the  convexity  of  a  vessel  abaft,  under  the  stern, 
contained  between  the  counter  above  and  the  after  part  of  the 
bilge  below,  and  between  the  quarter  on  the  side  and  the  stern- 
post.  (See  PLATE  3.) 

BY.   By  the  head.   Said  of  a  vessel  when  her  head  is  lower  in  the  water 

than  her  stern.     If  her  stern  is  lower,  she  is  by  the  stern. 
By  ike  lee.   (See  LEE.   See  RUN.) 

CABIN.   The  after  part  of  a  vessel,  in  which  the  officers  live. 

CABLE.  A  large,  strong  rope,  made  fast  to  the  anchor,  by  which  the 
vessel  is  secured.  It  is  usually  120  fathoms  in  length. 

CABLE-TIER.    (See  TIER.) 

CABOOSE.  A  house  on  deck,  where  the  cooking  is  done.  Commonly 
called  the  Galley. 

CALK.    (See  CAULK.) 

CAMBERED.  When  the  floor  of  a  vessel  is  higher  at  the  middle  than  to- 
wards the  stem  and  stern. 

CAMEL.    A  machine  used  for  lifting  vessels  over  a  shoal  or  bar. 

CAMFERING.    Taking  off  an  angle  or  edge  of  a  timber. 

CAN-HOOKS.  Slings  with  flat  hooks  at  each  end,  used  for  hoisting  barrels 
or  light  casks,  the  hooks  being  placed  round  the  chimes,  and  the 
purchase  hooked  to  the  centre  of  the  slings.  Small  ones  are 
usually  wholly  of  iron. 

CANT-PIECES.  Pieces  of  timber  fastened  to  the  angles  of  fishes  and  side- 
trees,  to  supply  any  part  that  may  prove  rotten. 

CANT-TIMBERS.   Timbers  at  the  two  ends  of  a  vessel,  raised  obliquely 

from  the  keel. 

Lower  Half  Cants.  Those  parts  of  frames  situated  forward  and 
abaft  the  square  frames,  or  the  floor  timbers  which  cross  the 
keel. 

CANVASS.  The  cloth  of  which  sails  are  made.  No.  1  is  the  coarsest 
and  strongest. 

CAP.  A  thick,  strong  block  of  wood  with  two  holes  through  it,  one 
square  and  the  other  round,  used  to  confine  together  the  head  of 
one  mast  and  the  lower  part  of  the  mast  next  above  it.  (See 
PLATE  1.) 

CAPSIZE.   To  overturn. 

CAPSTAN.  A  machine  placed  perpendicularly  in  the  deck,  and  used  for 
a  strong  purchase  in  neaving  or  hoisting.  Men-of-war  weigh 
their  anchors  by  capstans.  Merchant  vessels  use  a  windlass. 
(See  BAR.) 

CAREEN.  To  heave  a  vessel  down  upon  her  side  by  purchases  upon 
the  masts.  To  lie  over,  when  sailing  on  the  wind.- 

CARLINGS.   Short  and  small  pieces  of  timber  running  between  the  beams. 

CARRICK-BEND.    A  kind  of  knot.     (See  PLATE  5  and  page  50.) 
Carrick-bitts  are  the  windlass  bitts. 

CARRY-AWAY.   To  break  a  spar,  or  part  a  rope. 

CAST.  To  pay  a  vessel's  head  off,  in  getting  under  way,  on  the  tack  she 
is  to  sail  upon. 

CAT.   The  tackle  used  to  hoist  the  anchor  up  to  the  cat-head. 
Cat-block,  the  block  of  this  tackle. 

CAT-HARPIN.  An  iron  leg  used  to  confine  the  upper  part  of  the  rigging 
to  the  mast. 

9* 


102  DICTIONARY    OF    SEA   TERMS. 

CAT-HEAD.  Large  timbers  projecting  from  the  vessel's  side,  to  which 
the  anchor  is  raised  and  secured. 

CAT'S-PAW.  A  kind  of  hitch  made  in  a  rope.  (See  PLATE  5  and  page  50.) 
A  light  current  of  air  seen  on  the  surface  of  the  water  during  a 
calm. 

CAULK.   To  fill  the  seams  of  a  vessel  with  oakum. 

CAVIL.    (See  KEVEL.) 

CEILING.    The  inside  planking  of  a  vessel. 

CHAFE.   To  rub  the  surface  of  a  rope  or  spar. 

Chafing-gear  is  the  stuff  put  upon  the  rigging  and  spars  to  pre- 
vent their  chafing. 

CHAINS.  (See  PLATE  1.)  Strong  links  or  plates  of  iron,  the  lower  ends 
of  which  are  bolted  through  the  ship's  side  to  the  timbers. 
Their  upper  ends  are  secured  to  the  bottom  of  the  dead-eyes  in 
the  channels.  Also,  used  familiarly  for  the  CHANNELS,  which 
see.  The  chain  cable  of  a  vessel  is  called  familiarly  her  chain. 
Rudder -chains  lead  from  the  outer  and  upper  end  of  the  rudder  to 
the  quarters.  They  are  hung  slack. 

CHAIN-PLATES.  Plates  of  iron  bolted  to  the  side  of  a  ship,  to  which  the 
chains  and  dead-eyes  of  the  lower  rigging  are  connected. 

CHANNELS.  Broad  pieces  of  plank  bolted  edgewise  to  the  outside  of  a 
vessel.  Used  for  spreading  the  lower  rigging.  (See  CHAINS.) 

CHAPELLING.  Wearing  a  ship  round,  when  taken  aback,  without  bracing 
the  head  yards.  (See  page  80.) 

CHECK.  A  term  sometimes  used  for  slacking  off  a  little  on  a  brace,  and 
then  belaying  it. 

CHEEKS.  The  projections  on  each  side  of  a  mast,  upon  which  the  trestle- 
trees  rest.  The  sides  of  the  shell  of  a  block. 

CHEERLY  !   Quickly,  with  a  will. 

CHESS-TREES.  Pieces  of  oak,  fitted  to  the  sides  df  a  vessel,  abaft  the 
fore  chains,  with  a  sheave  in  them,  to  board  the  main  tack  to. 
Now  out  of  use. 

CHIMES.  The  ends  of  the  staves  of  a  cask,  where  they  come  out  beyond 
the  head  of  the  cask. 

CHINSE.   To  thrust  oakum  into  seams  with  a  small  iron. 

CHOCK.  A  wedge  used  to  secure  anything  with,  or  for  anything  to  rest 
upon.  The  long  boat  rests  upon  two  large  chocks,  when  it  is 
stowed. 

Chock-a-block.  When  the  lower  block  of  a  tackle  is  run  close  up 
to  the  upper  one,  so  that  you  can  hoist  no  higher.  This  is  also 
called  hoisting  uj)  two-blocks. 

CISTERN.  An  apartment  in  the  hold  of  a  vessel,  having  a  pipe  leading 
out  through  the  side,  with  a  cock,  by  which  water  may  be  let 
into  her. 

CLAMPS.  Thick  planks  on  the  inside  of  vessels,  to  support  the  ends  of 
beams.  Also,  crooked  plates  of  iron  fore-locked  upon  the  trun- 
nions of  cannon.  Any  plate  of  iron  made  to  turn,  open,  and  shut 
so  as  to  confine  a  spar  or  boom,  as,  a  studdingsail  boom,  or  a 
boat's  mast. 

CLASP-HOOK.    (See  CLOVE-HOOK.) 

CLEAT.  A  piece  of  wood  used  in  different  parts  of  a  vessel  to  belay 
ropes  to. 

CLEW.   The  lower  corner  of  square  sails,  and  the  after  corner  of  a  fore- 
and-aft  sail. 
To  clew  up,  is  to  haul  up  the  clew  of  a  sail. 

CLEW-GARNET.  A  rope  that  hauls  up  the  clew  of  a  foresail  or  mainsail 
in  a  square-rigged  vessel. 


DICTIONARY    OF    SEA.   TERMS.  103 

CLEWLINE.   A  rope  that  hauls  up  the  clew  of  a  square  sail.     The  clew- 
garnet  is  the  clewline  of  a  course. 
CLINCH.    A  half-hitch,  stopped  to  its  own  part. 
CLOSE-HAULED.    Applied  to  a  vessel  which  is  sailing  with  her  yards 

braced  up  so  as  to  get  as  much  as  possible  to  windward.     The 

same  as  on  a  taut  bowline,  full  and  by,  on  the  wind,  &c. 
CLOVE-HITCH.   Two  half- hitches  round  a  spar  or  other  rope.  (See  PLATE 

5  and  page  43.) 
CLOVE-HOOK.   An  iron  clasp,  in  two  parts,  moving  upon  the  same  pivot, 

and  overlapping  one  another.     Used  for  bending  chain  sneets 

to  the  clews  of  sails. 
CLUB-HAUL.   To  bring  a  vessel's  head  round  on  the  other  tack,  by  letting 

go  the  lee  anchor  and  cutting  or  slipping  the  cable.     (See 

page  76.) 

CLUBBING.    Drifting  down  a  current  with  an  anchor  out.     (See  page  77.) 
COAKING.    Uniting  pieces  of  spar  by  means  of  tabular  projections,  form- 
ed by  cutting  away  the  solid  of  one  piece  into  a  hollow,  so  as  to 

make  a  projection  in  the  other,  in  such  a  manner  that  they  may 

correctly  fit,  the  butts    preventing  the    pieces  from  drawing 

asunder. 
Coaks  are  fitted  into  the  beams  and  knees  of  vessels  to  prevent 

their  drawing. 

COAL  TAR.   Tar  made  from  bituminous  coal. 
COAMINGS.     Raised  work  round  the  hatches,  to  prevent  water  going 

down  into  the  hold. 
COAT.   Mast-Coat  is  a  piece  of  canvass,  tarred  or  painted,  placed  round 

a  mast  or  bowsprit,  where  it  enters  the  deck. 
COCK-BILL.    To  cock-bill  a  yard  or  anchor.     (See  A-COCK-BILL.) 
COCK-PIT.   An  apartment  in  a  vessel  of  war,  used  by  the  surgeon  during 

an  action. 

CODLINE.   An  eighteen  thread  line. 
COXSWAIN.    (Pronounced   cox'n.)    The  person  who  steers  a  boat  and 

has  charge  of  her. 
COIL.   To  lay  a  rope  up  in  a  ring,  with  one  turn  or  fake  over  another. 

A  coil  is  a  quantity  of  rope  laid  up  in  that  manner. 
COLLAR.    An  eye  in  the  end  or  bight  of  a  shroud  or  stay,  to  go  over  the 

mast-head. 
COME.  Come  home,  said  of  an  anchor  when  it  is  broken  from  the  ground 

and  drags. 

To  come  up  a  rope  or  tackle,  is  to  slack  it  off. 
COMPANION.    A  wooden  covering  over  the  staircase  to  a  cabin. 
Companion-way,  the  staircase  to  the  cabin. 
Companion-ladder.   The  ladder  leading  from  the  poop  to  the  main 

deck. 
COMPASS.   The  instrument  which  tells  the  course  of  a  vessel. 

Compass-timbers  are  such  as  are  curved  or  arched. 
CONCLUDING-LINE.   A  small  line  leading  through  the  centre  of  the  steps 

of  a  rope  or  Jacob's  ladder. 

CONNING,  or  CUNNING.   Directing  the  helmsman  in  steering  a  vessel. 
COUNTER.    (See  PLATE  3.)   That  part  of  a  vessel  between  the  bottom  of 

the  stern  and  the  wing-transom  and  buttock. 
Counter-timbers  are  short  timbers  put  in  to  strengthen  the  counter. 
To  counter-brace  yards,  is  to  brace  the  head-yards  one  way  and  the 

after-yards  another. 
COURSES.   The  common  term  for  the  sails  that  hang  from  a  ship's  lower 

yards.   The  foresail  is  ca  .ed  the  fore  course  and  the  mainsail 

the  main  course. 


104  DICTIONARY   OF    SEA    TERMS. 

CRANES.  Pieces  of  iron  or  timber  at  the  vessel's  sides,  used  to  stow 
boats  or  spars  upon.  A  machine  used  at  a  wharf  for  hoisting. 

CRANK.  The  condition  of  a  vessel  when  she  is  inclined  to  lean  over  a 
great  deal  and  cannot  bear  much  sail.  This  may  be  owing  to 
her  construction  or  to  her  stowage. 

CREEPER.  An  iron  instrument,  like  a  grapnell,  with  four  claws,  used  for 
dragging  the  bottom  of  a  harbor  or  river,  to  find  anything  lost. 

CRINGLE.  A  short  piece  of  rope  with  each  end  spliced  into  the  bolt-rope 
of  a  sail,  confining  an  iron  ring  or  thimble. 

CROSS-BARS.  Round  bars  of  iron,  bent  at  each  end,  used  as  levers  to 
turn  the  shank  of  an  anchor. 

CROSS-CHOCKS.  Pieces  of  timber  fayed  across  the  dead-wood  amidships, 
to  make  good  the  deficiency  of  the  heels  of  the  lower  futtocks. 

CROSS- JACK.  (Pronounced  croj-jack.)  The  cross-jack  yard  is  the  lower 
yard  on  the  mizzen  mast.  (See  PLATE  1.) 

CROSS-PAWLS.  Pieces  of  timber  that  keep  a  vessel  together  while  in  her 
frames. 

CROSS-PIECE.    A  piece  of  timber  connecting  two  bitts. 

CROSS-SPALES.  Pieces  of  timber  placed  across  a  vessel,  and  nailed  to 
the  frames,  to  keep  the  sides  together  until  the  knees  are  bolted. 

CROSS-TREES.  (See  PLATE  1.)  Pieces  of  oak  supported  by  the  cheeks 
and  trestle -trees,  at  the  mast-heads,  to  sustain  the  tops  on  the 
lower  mast,  and  to  spread  the  topgallant  rigging  at  the  topmast- 
head. 

CROW-FOOT.  A  number  of  small  lines  rove  through  the  uvrou  to  sus- 
pend an  awning  by. 

CROWN  of  an  anchor,  is  the  place  where  the  arms  are  joined  to  the  shank. 
To  crown  a  knot,  is  to  pass  the  strands  over  and  under  each  other 
above  the  knot.  (See  PLATE  5,  page  46.) 

CRUTCH.  A  knee  or  piece  of  knee-timber,  placed  inside  of  a  vessel,  to 
secure  the  heels  of  the  cant-timbers  abaft.  Also,  the  chock  upoii 
which  the  spanker-boom  rests  when  the  sail  is  not  set. 

CUCKOLD'S  NECK.  A  knot  by  which  a  rope  is  secured  to  a  spar,  the  two 
parts  of  the  rope  crossing  each  other,  and  seized  together. 

CUDDY.    A  cabin  in  the  fore  part  of  a  boat. 

CUNTLINE.  The  space  between  the  bilges  of  two  casks,  stowed  side  by 
side.  Where  one  cask  is  set  upon  the  cuntline  between  two 
others,  they  are  stowed  bile^e  and  cuntline. 

CUT-WATER.  The  foremost  part  of  a  vessel's  prow,  which  projects  for- 
ward of  the  bows. 

CUTTER.   A  small  boat.    Also,  a  kind  of  sloop. 

DAGGER.   A  piece  of  timber  crossing  all  the  puppets  of  the  bilge-ways 

to  keep  them  together. 

Dag-srer-knees.   Knees  placed  obliquely,  to  avoid  a  port. 
DAVITS.    Pieces  of  timber  or  iron,  with  sheaves  or  blocks  at  their  ends, 

projecting  over  a  vessel's  sides  or  stern,  to  hoist  boats  up  to.  Also, 

a  spar  with  a  roller  or  sheave  at  its  end,  used  for  fishing  the 

anchor,  called  &  fish-davit. 
DEAD-EYE.    A  circular  block   of  wood,  with  three  holes  through  it,  for 

the  lanyards  of  rigging  to  reeve  through,  without  sheaves,  and 

with  a  groove  round  it  for  an  iron  strap.   (See  page  59.) 
DEAD-FLAT.    One  of  the  bends,  amidships. 

DEAD-LIGHTS.    Ports  placed  in  the  cabin  windows  in  bad  weather. 
DEAD  RECKONING.   A  reckoning  kept  by  observing  a  vessel's  courses  and 

distances  by  the  log,  to  ascertain  her  position. 


DICTIONARY    OF    SEA    TERMS.  105 

DEAD-RISING,  or  RISING-LINE  .  Those  parts  of  a  vessel's  floor,  throughout 
her  whole  length,  where  the  floor-timber  is  terminated  upon  the 
lower  futtock. 

DEAD-WATER.    The  eddy  under  a  vessel's  counter. 

DEAD-WOOD.  Blocks  of  timber,  laid  upon  each  end  of  the  keel,  where 
the  vessel  narrows. 

DECK.   The  planked  floor  of  a  vessel,  resting  upon  her  beams. 

DECK-STOPPER.  A  stopper  used  for  securing  the  cable  forward  of  the 
windlass  or  capstan,  while  it  is  overhauled.  (See  STOPPER.) 

DEEP-SEA-LEAD.  (Pronounced  dipscy.)  (See  page  17.)  The  lead  used 
in  sounding  at  great  depths. 

DEPARTURE.  The  easting  or  westing  made  by  a  vessel.  The  bearing  of 
an  object  on  the  coast  from  which  a  vessel  commences  her  dead 
reckoning. 

DERRICK.  A  single  spar,  supported  by  stays  and  guys,  to  which  a  pur- 
chase is  attached,  used  to  unload  vessels,  and  for  hoisting. 

DOG.  A  short  iron  bar,  with  a  fang  or  teeth  at  one  end,  and  a  ring  at  the 
other.  Used  for  a  purchase,  the  fang  being  placed  against  a 
beam  or  knee,  and  the  block  of  a  tackle  hooked  to  the  ring. 

DOG-VANE.  A  small  vane,  made  of  feathers  or  buntin,  to  show  the  di- 
rection of  the  wind. 

DOG-WATCHES.  Half  watches  of  two  hours  each,  from  4  to  6,  and  from 
6  to  8,  P.  M.  (See  WATCH.) 

DOLPHIN.  A  rope  or  strap  round  a  mast  to  support  the  puddening,  where 
the  lower  yards  rest  in  the  slings.  Also,  a  spar  or  buoy  with  a 
large  ring  in  it,  secured  to  an  anchor,  to  which  vessels  may  bend 
their  cables. 

DOLPHIN-STRIKER.   The  martingale.    (See  PLATE  1.) 

DOUSE.   To  lower  suddenly. 

DOWELLING.  A  method  of  coaking,  by  letting  pieces  into  the  solid,  or 
uniting  two  pieces  together  by  tenons. 

DOWNHAUL.   A  rope  used  to  haul  down  jibs,  staysails,  and  studdingsails. 

DRABLER.  A  piece  of  canvass  laced  to  the  bonnet  of  a  sail,  to  give  it 
more  drop. 

DRAG.  A  machine  with  a  bag  net,  used  for  dragging  on  the  bottom  for 
anything  lost. 

DRAUGHT.   The  depth  of  water  which  a  vessel  requires  to  float  her. 

DRAW.    A  sail  draws  when  it  is  filled  by  the  wind. 

To  draw  a  jib,  is  to  shift  it  over  the  stay  to  leeward,  when  it  is 
aback. 

DRIFTS.   Those  pieces  in  the  sheer-draught  where  the  rails  are  cut  off. 

DRIVE.   To  scud  before  a  gale,  or  to  drift  in  a  current. 

DRIVER.   A  spanker. 

DROP.   The  depth  of  a  sail,  from  head  to  foot,  amidships. 

DRUM-HEAD.    The  top  of  the  capstan. 

DUB.   To  reduce  the  end  of  a  timber. 

DUCK.  A  kind  of  cloth,  lighter  and  finer  than  canvass ;  used  for  small 
sails. 

DUNNAGE.  Loose  wood  or  other  matters,  placed  on  the  bottom  of  the 
hold,  above  the  ballast,  to  stow  cargo  upon. 

EARING.   A  rope  attached  to  the  "cringle  of  a  sail,  by  which  it  is  bent  or 

reefed. 

EIKING.   A  piece  of  wood  fitted  to  make  good  a  deficiency  in  length. 
ELBOW.   Two  crosses  in  a  hawse.     (See  page  89.) 
ESCUTCHEON.   The  part  of  a  vessel's  stern  where  her  name  is  written. 
EVEN-KEEL.   The  situation  of  a  vessel  when  she  is  so  trimmed  that  she 


106  DICTIONARY   OF    SEA    TERMS. 

sits  evenly  upon  the  water,  neither  end  being  down  more  than 
the  other. 
EUVROU.     A  piece  of  wood,  by  which  the  legs  of  the  crow-foot  to  an 

awning  are  extended.    (See  UVROU.) 
EYE.   The  circular  part  of  a  shroud  or  stay,  where  it  goes  over  a  mast. 

Eye-bolt.  A  long  iron  bar,  having  an  eye  at  one  end,  driven  through 
a  vessel's  deck  or  side  into  a  timber  or  beam,  with  the  eye  re- 
maining out,  to  hook  a  tackle  to.  If  there  is  a  ring  through  this 
eye,  it  is  called  a  ring-bolt. 

An  Eye-splice  is  a  certain  kind  of  splice  made  with  the  end  of  a 
rope.  (See  PLATE  5  and  page  45.J 

Eyelet-hole.  A  hole  made  in  a  sail  for  a  cringle  or  roband  to  go 
through. 

The  Eyes  of  a  vessel.   A  familiar  phrase  for  the  forward  part. 

FACE-PIECES.  Pieces  of  wood  wrought  on  the  fore  part  of  the  knee  of 

the  head. 

FACING.   Letting  one  piece  of  timber  into  another  with  a  rabbet. 
FAG.   A  rope  is  fagged  when  the  end  is  untwisted. 
FAIR-LEADER.   A  strip  of  board  or  plank,  with  holes  in  it,  for  running 

rigging  to  lead  through.     Also,  a  block  or  thimble  used  for  the 

same  purpose. 

FAKE.   One  of  the  circles  or  rings  maffe  in  coiling  a  rope. 
FALL.   That  part  of  a  tackle  to  which  the  power  is  applied  in  hoisting. 
FALSE  KEEL.   Pieces  of  timber  secured  under  the  main  keel  of  vessels. 
FANCY-LINE.   A  line  rove  through  a  block  at  the  jaws  of  a  gaff,  used  as  a 

downhaul.    Also,  a  line  used  for  cross- hauling  the  lee  topping-lift. 
FASHION-PIECES.    The  aftermost  timbers,  terminating  the  breadth  and 

forming  the  shape  of  the  stern. 
FAST.   A  rope  by  which  a  vessel  is  secured  to  a  wharf.     There  are  bow 

or  head,  breast,  quarter,  and  stern  fasts. 
FATHOM.    Six  feet. 
FEATHER.    To  feather  an  oar  in  rowing,  is  to  turn  the  blade  horizontally 

with  the  top  aft  as  it  comes  out  of  the  water. 

FEATHER-EDGED.    Planks  which  have  one  side  thicker  than  another. 
FENDERS.   Pieces  of  rope  or  wood  hung  over  the  side  of  a  vessel  or  boat, 

to  protect  it  from  chafing.     The  fenders  of  a  neat  boat  are  usu- 
ally made  of  canvass  and  stuffed. 
FID.   A  block  of  wood  or  iron,  placed  through  the  hole  in  the  heel  of  a 

mast,  and  resting  on  the  trestle-trees  of  the  mast  below.     This 

supports  the  ma^t.     Also,  a  wooden  pin,  tapered,  used  in  splic- 

ing large  ropes,  in  opening  eyes,  &c. 
FIDDLE-BLOCK.   A  long  shell,  having  one  sheave  over  the  other,  and  the 

lower  smaller  than  the  upper. 
FIDDLE-HEAD.    (See  HEAD.) 
FIFE-RAIL.   The  rail  going  round  a  mast. 

FIGURE-HEAD.   A  carved  head  or  full-length  figure,  over  the  cut- water. 
FILLINGS.   Pieces  of  timber  used  to  make  the  curve  fair  for  the  mould- 
ings, between  the  edges  of  the  fish-front  and  the  sides  of  the 

mast. 

FILLER.    (See  MADE  MAST.) 
FINISHING.   Carved  ornaments  of  the  quarter- galley,  below  the  second 

counter,  and  above  the  upper  lights. 
FISH.    To  raise  the  flukes  of  an  anchor  upon  the  gunwale.     Also,  to 

strengthen  a  spar  when  sprung  or  weakened,  by  putting  in  or 

fastening  on  another  piece. 
Fish-front,  Fishes-sides.   (See  MADE  MAST.) 


DICTIONARY    OF   SEA   TERMS.  1J)7 

FISH-DAVIT.   The  davit  used  for  fishing  an  anchor. 

FISH-HOOK.  A  hook  with  a  pennant,  to  the  end  of  which  the  fish-tackle 
is  hooked. 

FISH-TACKLE.   The  tackle  used  for  fishing  an  anchor. 

FLARE.  When  the  vessel's  sides  go  out  from  the  perpendicular.  In  op- 
position to  Jailing" -home  or  tumbling-in. 

FLAT.   A  sheet  is  said  to  be  hauled  Jlat,  when  it  is  hauled  down  close. 
Flat-aback,  when  a  sail  is  blown  with  its  after  surface  against  the 
mast. 

FLEET.    To  come  up  a  tackle  and  draw  the  blocks  apart,  for  another  pull, 

after  they  have  been  hauled  two-blocks. 

Fleet  ho  !   The  order  given  at  such  times.     Also,  to  shift  the  po- 
sition of  a  block  or  fall,  so  as  to  haul  to  more  advantage. 

FLEMISH  COIL.   (See  FRENCH-FAKE.) 

FLEMISH-EYE.   A  kind  of  eye-splice.    (See  PLATE  5  and  page  45.) 

FLEMISH-HORSE.   An  additional  foot-rope  at  the  ends  of  topsail  yards. 

FLOOR.   The  bottom  of  a  vessel,  on  each  side  of  the  keelson. 

FLOOR  TIMBERS.  Those  timbers  of  a  vessel  which  are  placed  across  the 
keel.  (See  PLATE  3.) 

FLOWING  SHEET.  When  a  vessel  has  the  wind  free,  and  the  lee  clews 
eased  off. 

FLUKES.  The  broad  triangular  plates  at  the  extremity  of  the  arms  of  an 
anchor,  terminating  in  a  point  called  the  bill. 

FLY.  That  part  of  a  flag  which  extends  from  the  Union  to  the  extreme 
end.  (See  UNION.) 

FOOT.   The  lower  end  of  a  mast  or  sail.     (See  FORE-FOOT.) 

FOOT-ROPE.  The  rope  stretching  along  a  yard,  upon  which  men  stand 
when  reefing  or  furling,  formerly  called  horses. 

FOOT-WALING.  The  inside  planks  or  lining  of  a  vessel,  over  the  floor- 
timbers. 

FORE.  Used  to  distinguish  the  forward  part  of  a  vessel,  or  things  in  that 
direction  ;  as,  fore  mast,  fore  hatch,  in  opposition  to  aft  or  after. 

FORE-AND-AFT.  Lengthwise  with  the  vessel.  In  opposition  to  athwart- 
ships.  (See  SAILS.) 

FORECASTLE.  Tnat  part  of  the  upper  deck  forward  of  the  fore  mast;  or, 
as  some  say,  forward  of  the  after  part  of  the  fore  channels. 
(See  PLATE  1.)  Also,  the  forward  part  of  the  vessel,  under  the 
deck,  where  the  sailors  live,  in  merchant  vessels. 

FORE-FOOT.  A  piece  of  timber  at  the  forward  extremity  of  the  keel, 
upon  which  the  lower  end  of  the  stem  rests.  (See  PLATE  3.) 

FORE-GANGER.  A  short  piece  of  rope  grafted  on  a  harpoon,  to  which  the 
line  is  bent. 

FORE- LOCK.  A  flat  piece  of  iron,  driven  through  the  end  of  a  bolt,  to 
prevent  its  drawing. 

FOREMAST.   The  forward  mast  of  all  vessels.     (See  PLATE  1.) 

FOREREACH.    To  shoot  ahead,  especially  when  going  in  stays. 

FORE-RUNNER.  A  piece  of  rag,  terminating  the  stray-line  of  the  log- 
line. 

FORGE.    To  forge  ahead,  to  shoot  ahead;  as,  in  coming  to  anchor,  after 

the  sails  are  furled.     (See  FOREREACH.) 
'ORMERS.   Pieces  of  wood  used  for  shaping  cartridges  or  wads. 

HER,  or  FODDER.   To  draw  a  sail,  filled  with  oakum,  under  a  vessel's 

bottom,  in  order  to  stop  a  leak. 
UL.   The  term  for  the  opposite  of  clear. 
>UL  ANCHOR.    When  the  cable  has  a  turn  round  the  anchor. 

FOUL  HAWSE.  When  the  two  cables  are  crossed  or  twisted,  outside  the 
stem. 


108  DICTIONARY   OF    SEA    TERMS. 

FOUNDER.   A  vessel  founders,  when  she  fills  with  water  and  sinks. 

Fox.  (See  page  52.)  Made  by  twisting  together  two  or  more  rope- 
yarns. 

A  Spanish  fox  is  made  by  untwisting  a  single  yarn  and  laying  it 
up  the  contrary  way. 

FRAP.  To  pass  ropes  round  a  sail  to  keep  it  from  blowing  loose.  Also, 
to  draw  ropes  round  a  vessel  which  is  weakened,  to  keep  her 
together. 

FREE.  A  vessel  is  going  free,,  when  she  has  a  fair  wind  and  her  yards 
braced  in.  A  vessel  is  said  to  be  frecy  when  the  water  has  been 
pumped  out  of  her. 

FRESHEN.    To  relieve  a  rope,  by  moving  its  place ;  as,  to  freshen  the  nip 

of  a  stay,  is  to  shift  it,  so  as  to  prevent  its  chafing  through. 
To  freshen  ballast,  is  to  alter  its  position. 

FRENCH-FAKE.  To  coil  a  rope  with  each  fake  outside  of  the  other, 
beginning  in  the  middle.  If  there  are  to  be  riding  fakes,  they 
begin  outside  and  go  in ;  and  so  on.  This  is  called  a  Flemish 
coil. 

FULL-AND-BY.    Sailing  close-hauled  on  a  wind. 

Full-and-by !    The  order  given  to  the  man  at  tne  helm  to  keep 
the  sails  full  and  at  the  same  time  close  to  the  wind. 

FURL.    To  roll  a  sail  up  snugly  on  a  yard  or  boom,  and  secure  it. 

FUTTOCK-PLATES.  Iron  plates  crossing  the  sides  of  the  top-rim  perpen- 
dicularly. The  dead-eyes  of  the  topmast  rigging  are  fitted  to 
their  upper  ends,  and  the  futtock-shrouds  to  their  Tower  ends. 

FUTTOCK-SHROUDS.  Short  shrouds,  leading  from  the  lower  ends  of  the 
futtock-plates  to  a  bend  round  the  lower  mast,  just  below  the 
top. 

FUTTOCK-STAFF.  A  short  piece  of  wood  or  iron,  seized  across  the  upper 
part  of  the  rigging,  to  which  the  catharpin  legs  are  secured. 

FUTTOCK-TIMBERS.  (See  PLATE  3.)  Those  timbers  between  the  floor 
and  naval  timbers,  and  the  top-timbers.  There  are  two — the 
lower,  which  is  over  the  floor,  and  the  middle,  which  is  over  the 
naval  timber.  The  naval  timber  is  sometimes  called  the  ground 
futtock. 

GAFF.   A  spar,  to  which  the  head  of  a  fore-and-aft  sail  is  bent.     (See 

PLATE  1.) 

GAFF-TOPSAIL.   A  light  sail  set  over  a  gaff,  the  foot  being  spread  by  it. 
GAGE.   The  depth  of  water  of  a  vessel.     Also,  her  position  as  to  another 

vessel,  as  having  the  weather  or  lee  gage. 
GALLEY.   The  place  where  the  cooking  is  done. 
GALLOWS-BITTS.   A   strong  frame   raised   amidships,  to   support  spare 

spars,  &c.,  in  port. 
GAMMONING.     (See  PLATE  1.)     The  lashing  by  which  the  bowsprit  is 

secured  to  the  cut- water. 

GANG-CASKS.     Small  casks,  used  for  bringing  water  on  board  in  boats. 
GANGWAY.     (See  PLATE  1.)     That  part  of  a  vessel's  side,  amidships, 

where  people  pass  in  and  out  of  the  vessel. 
GANTLINE.    (See  GIHTLINE.) 
GARBOARD-STREAK.     (See   PLATE  3.)     The   range  of  planks  next  the 

keel,  on  each  side. 

GARLAND.   A  large  rope,  strap  or  grommet,  lashed  to  a  spar  when  hoist- 
ing it  inboard. 
GARNET.   A  purchase  on  the  main  stay,  for  hoisting  cargo. 


:, 


DICTIONARY   OF   SEA   TERMS.  109 

GASKETS.  Ropes  or  pieces  of  plated  stuff,  used  to  secure  a  sail  to  the 
yard  or  boom  when  it  is  furled.  They  are  called  a  bunt,  quar- 
ter, or  yard-arm  gasket,  according  to  their  position  on  the  yard. 

GIMBLET.  To  turn  an  anchor  round  by  its  stock.  To  turn  anything 
round  on  its  end. 

GIRT.    The  situation  of  a  vessel  when  her  cables  are  too  taut. 

GIRTLINE.  A  rope  rove  through  a  single  block  aloft,  making  a  whip 
purchase.  Commonly  used  to  hoist  rigging  by,  in  fitting  it. 

GIVE  WAY  !  An  order  to  men  in  a  boat  to  pull  with  more  force,  or  to 
begin  pulling.  The  same  as,  Lay  out  on  your  oars!  or,  Lay 
out! 

GLUT.  A  piece  of  canvass  sewed  into  the  centre  of  a  sail  near  the  head. 
It  has  an  eyelet-hole  in  the  middle  for  the  bunt-jigger  or  becket 
to  go  through. 

GOB-LINE,  or  GAUB-LINE.  A  rope  leading  from  the  martingale  inboard. 
The  same  as  back-rope. 

GOODGEON.     (See  GUDGEON.) 

GOOSE-NECK.  An  iron  ring  fitted  to  the  end  of  a  yard  or  boom,  for  vari- 
ous purposes. 

GOOSE-WINGED.  The  situation  of  a  course  when  the  buntlines  and  lee 
clew  are  hauled  up,  and  the  weather  clew  down. 

GORES.  The  angles  at  one  or  both  ends  of  such  cloths  as  increase  the 
breadth  or  depth  of  a  sail. 

GORING- CLOTHS.  Pieces  cut  obliquely  and  put  in  to  add  to  the  breadth 
of  a  sail. 

GRAFTING.  (See  page  52.)  A  manner  of  covering  a  rope  by  weaving 
together  yarns. 

GRAINS.  An  iron  with  four  or  more  barbed  points  to  it,  used  for  striking 
small  fish. 

GRAPNEL.   A  small  anchor  with  several  claws,  used  to  secure  boats. 

GRAPPLING  IRONS.  Crooked  irons,  used  to  seize  and  hold  fast  another 
vessel. 

GRATING.  Open  lattice  work  of  wood.  Used  principally  to  cover  hatches 
in  good  weather. 

GREAVE     To  clean  a  ship's  bottom  by  burning. 

GRIPE.  The  outside  timber  of  the  fore-foot,  under  water,  fastened  to  the 
lower  stem- piece.  (See  PLATE  3.)  A  vessel  gripes  when  she 
tends  to  come  up  into  the  wind. 

GRIPES.  Bars  of  iron,  with  lanyards,  rings  and  clews,  by  which  a  large 
boat  is  lashed  to  the  ring-bolts  of  the  deck.  Those  for  a  quarter- 
boat  are  made  of  long  strips  of  matting,  going  round  her  and  set 
taut  by  a  lanyard. 

GROMMET.     (See  PLATE  5  and  page  46.)     A  ring  formed  of  rope,  by 


laying  round  a  single  strand. 

rND  TAC 


GROUND  TACKLE.  General  term  for  anchors,  cables,  warps,  springs,  &c. ; 
everything  used  in  securing  a  vessel  at  anchor. 

GROUND-TIER.    The  lowest  tier  of  casks  in  a  vessel's  hold. 

GUESS-WARP,  or  GUESS-ROPE.  A  rope  fastened  to  a  vessel  or  wharf,  and 
used  to  tow  a  boat  by;  or  to  haul  it  out  to  the  swinging-boom- 
end,  when  in  port. 

GUN- TACKLE  PURCHASE.  A  purchase  made  by  two  single  blocks.  (See 
page  54.) 

GUNWALE.    (Pronounced  gun-net.)     The  upper  rail  of  a  boat  or  vessel. 

GUY.  A  rope  attaching  to  anything  to  steady  it,  and  bear  it  one  way  and 
another  in  hoisting. 

GYBE.    (Pronounced  jibe.)    To  shift  over  the  boom  of  a  fore-and-aft  sail. 

10 


110  DICTIONARY    OF    SEA    TERMS. 

HAIL.   To  speak  or  call  to  another  vessel,  or  to  men  in  a  different  part 

of  a  ship. 
HALYARDS.    Ropes   or  tackles  used  for  hoisting  and  lowering  yards, 

gaffs,  and  sails. 

HALF-HITCH.    (See  PLATE  5  and  page  48.) 

HAMMOCK.   A  piece  of  canvass,  hung  at  each  end,  in  which  seamen  sleep. 
HAND.   To  hand  a  sail  is  to  furl  it. 
Bear-a-hand ;  make  haste. 
Lend-a-hand;  assist. 
Hand-over-hand ;  hauling  rapidly  on  a  rope,  by  putting  one  hand 

before  the  other  alternately. 
HAND-LEAD.    (See  page  17.)     A  small  lead,  used  for  sounding  in  rivers 

and  harbors. 

HANDSOMELY.  Slowly,  carefully.     Used  for  an  order,  as,  "Tower  hand- 
somely ! " 

HANDSPIKE.   A  long  wooden  bar,  used  for  heaving  at  the  windlass. 
HANDY  BILLY.    A  watch-tackle. 
HANKS.   Rings  or  hoops  of  wood,  rope,  or  iron,  round  a  stay,  and  seized 

to  the  luff*  of  a  fore-and-aft  sail. 
HARPINGS.   The  fore  part  of  the  wales,  which  encompass  the  bows  of  a 

vessel,  and  are  fastened  to  the  stem.    (See  PLATE  3.) 
HARPOON.   A  spear  used  for  striking  whales  and  other  fish. 
HATCH,  or  HATCHWAY.   An  opening  in  the  deck  to  afford  a  passage  up 

and  down.     The  coverings  over  these  openings  are  also  called 

hatches. 
Hatch-bar  is  an  iron  bar  going  across  the  hatches  to  keep  them 

down. 
HAUL.   Haul  her  wind,  said  of  a  vessel  when  she  comes  up  close  upon 

the  wind. 
HAWSE.    The  situation  of  the  cables  before  a  vessel's  stem,  when  moored. 

Also,  the  distance  upon  the  water  a  little  in  advance  of  the  stem ; 

as,  a  vessel  sails  athwart  the  hawse,  or  anchors  in  the  hawse  of 

another. 
Open  hawse.    When  a  vessel  rides  by  two  anchors,  without  any 

cross  in  her  cables. 

HAWSE-HOLE.    The  hole  in  the  bows  through  which  the  cable  runs. 
HAWSE-PIECES.    Timbers  through  which  the  hawse-holes  are  cut. 
HAWSE-BLOCK.   A  block  of  wood  fitted  into  a  hawse-hole  at  sea. 
HAWSER.   A  large  rope  used  for  various  purposes,  as  warping,  for  a 

spring,  &c. 
HAWSER-LAID,   or   CABLE-LAID   rope,   is   rope   laid   with   nine  strands 

against  the  sun.     (See  PLATE  5  and  page  43.) 
HAZE.   A  term  for  punishing  a  man  by  keeping  him  unnecessarily  at 

work  upon  disagreeable  or  difficult  duty. 
HEAD.   The  work  at  the  prow  of  a  vessel.     If  it  is  a  carved  figure,  it  is 

called  a  figure-head ;  if  simple  carved  work,  bending  over  and 
"out,  a  billet-head ;  and  if  bending  in,  like  the  head  of  a  violin,  a 

Jiddle-head.     Also,  the  upper  end  of  a  mast,  called  a  mast-head. 

(See  BY-THE-HEAD.     See  FAST.) 

HEAD-LEDGES.    Thwartship  pieces  that  frame  the  hatchways. 
HEAD-SAILS.   A  general  name  given  to  all  sails  that  set  forward  of  the 

fore-mast. 
HEART.   A  block  of  wood  in  the  shape  of  a  heart,  for  stays  to  reeve 

through. 

HEART-YARNS.    The  centre  yarns  of  a  strand. 
HEAVE  SHORT.    To  heave  in  on  the  cable  until  the  vessel  is  nearly  over 

her  anchor. 


DICTIONARY    OF   SEA   TERMS.  Ill 

HEAVE-TO.   To  put  a  vessel  in  the  position  of  lying-to.     (See  LIE-TO.) 

HEAVE  IN  STAYS.    To  go  about  in  tacking. 

HEAVER.  A  short  wooden  bar,  tapering  at  each  end.  Used  as  a  pur- 
chase. 

HEEL.   The  after  part  of  the  keel.   Also,  the  lower  end  of  a  mast  or 

boom.     Also,  the  lower  end  of  the  stern-post. 
To  heel,  is  to  lie  over  on  one  side. 

HEELING.  The  square  part  of  the  lower  end  of  a  mast,  through  which 
the  fid-hole  is  made. 

HELM.  The  machinery  by  which  a  vessel  is  steered,  including  the  rud- 
der, tiller,  wheel,  &c.  Applied  more  particularly,  perhaps,  to 
the  tiller. 

HELM-PORT.  The  hole  in  the  counter  through  which  the  rudder -head 
passes. 

HELM-PORT-TRANSOM.  A  piece  of  timber  placed  across  the  lower  coun- 
ter, inside,  at  the  height  of  the  helm-port,  and  bolted  through 
every  timber,  for  the  security  of  that  port.  (See  PLATE  3.) 

HIGH  AND  DRY.  The  situation  of  a  vessel  wnen  she  is  aground,  above 
water  mark. 

HITCH.  A  peculiar  manner  of  fastening  ropes.  (See  PLATE  5  and 
page  48.) 

HOG.   A  flat,  rough  broom,  used  for  scrubbing  the  bottom  of  a  vessel. 

HOGGED.  The  state  of  a  vessel  when,  by  any  strain,  she  is  made  to 
droop  at  each  end.  bringing  her  centre  up. 

HOLD.   The  interior  of  a  vessel,  where  the  cargo  is  stowed. 

HOLD  WATER.  To  stop  the  progress  of  a  boat  by  keeping  the  oar-blades 
in  the  water. 

HOLY-STONE.   A  large  stone,  used  for  cleaning  a  ship's  decks. 

HOME.  The  sheets  of  a  sail  are  said  to  be  home,  when  the  clews  are 
hauled  chock  out  to  the  sheave-holes.  An  anchor  comes  home 
when  it  is  loosened  from  the  ground  and  is  hove  in  toward  the 
vessel. 

HOOD.   A  covering  for  a  companion  hatch,  skylight,  &c. 

HOOD-ENDS,  or  HOODING-ENDS,  or  WHOODEN-ENDS.  Those  ends  of  the 
planks  which  fit  into  the  rabbets  of  the  stem  or  stern-post. 

HOOK-AND-BUTT.  The  scarfing,  or  laying  the  ends  of  timbers  over  each 
other. 

HORNS.   The  jaws  of  booms.     Also,  the  ends  of  cross-trees. 

HORSE.    (See  FOOT-ROPE.) 

HOUNDS.  Those  projections  at  the  mast-head  serving  as  shoulders  for 
the  top  or  trestle -trees  to  rest  upon. 

HOUSE.   To  house  a  mast,  is  to  lower  it  about  half  its  length,  and  secure 

it  by  lashing  its  heel  to  the  mast  below.     (See  page  37.)  t 
To  house  a  gun,  is  to  run  it  in  clear  of  the  port  and  secure  it. 

HOUSING,  or  HOUSE-LINE.  (Pronounced  houze-lin.}  A  small  cord 
made  of  three  small  yarns,  and  used  for  seizings. 

HULL.   The  body  of  a  vessel.     (See  A-HULL.) 

IN-AND-OUT.  A  term  sometimes  used  for  the  scantline  of  the  timbers, 
the  moulding  way,  and  particularly  for  those  bolts  that  are  driven 
into  the  hanging  and  lodging  knees,  through  the  sides,  which 
are  called  in-and-out  bolts. 

INNER-POST.  A  piece  brought  on  at  the  fore  side  of  the  main-post,  and 
generally  continued  as  high  as  the  wing-transom,  to  seat  the 
other  transoms  upon. 

IRONS.  A  ship  is  said  to  be  in  irons,  when,  in  working,  she  will  not  cast 
one  way  or  the  other. 


112  DICTIONARY   OF   SEA   TERMS. 

JACK.   A  common  term  for  the  jack-cross-trees.     (See  UNION.) 
JACK-BLOCK.   A  block  used  in  sending  topgallant  masts  up  and  down. 
JACK-CROSS-TREES.    (See   PLATE  1.)     Iron   cross-trees  at  the  head  of 

long  topgallant  masts. 
JACK-STAFF.   A  short  staff,  raised  at  the  bowsprit  cap,  upon  which  the 

Union  Jack  is  hoisted. 
JACK-STAYS.   Ropes  stretched  taut  along  a  yard  to  bend  the  head  of  the 

sail  to.     Also,  long   strips  of  wood  or  iron,  used  now  for  the 

same  purpose. 

JACK-SCREW.   A  purchase,  used  for  stowing  cotton. 
JACOB'S  LADDER.    A  ladder  made  of  rope,  with  wooden  steps. 
JAWS.    The  inner  ends  of  booms  or  gaffs,  hollowed  in. 
JEERS.    Tackles  for  hoisting  the  lower  yards. 
JEWEL-BLOCKS.  Single  blocks  at  the  yard-arms,  through  which  the  stud- 

dingsail  halyards  lead. 
JIB.    (See  PLATE  2.)     A  triangular  sail  set  on  a  stay,  forward. 

Flying-jib  sets  outside  of  the  jib ;  and  the  jib-o'-jib  outside  of 

that. 
JIB-BOOM.    (See  PLATE  1.)   The  boom,  rigged  out  beyond  the  bowsprit, 

to  which  the  tack  of  the  jib  is  lashed. 
JIGGER.    A  small  tackle,  used  about  decks  or  aloft. 
JOLLY-BOAT.   A  small  boat,  usually  hoisted  at  the  stern. 
JUNK..  Condemned  rope,  cut  up  and  used  for  making  mats,  swabs,  oak- 

f    ym,  &c. 
JURY-MAST.   A  temporary  mast,  rigged  at  sea,  in  place  of  one  lost. 

KECKLING.   Old  rope  wound  round  cables,  to  keep  them  from  chafing. 

(See  ROUNDING.) 
KEDGE.   A  small  anchor,  with  an  iron  stock,  used  for  warping. 

To  kedg-e,  is  to  warp  a  vessel  ahead  by  a  kedge  and  hawser. 
KEEL.   (See  PLATE  3.)    The  lowest  and  principal  timber  of  a  vessel, 

running  fore-and-aft  its  whole  length,  and  supporting  the  whole 

frame.     It  is  composed  of  several  pieces,  placed  lengthwise,  and 

scarfed  and  bolted  together.     (See  FALSE  KEEL.) 
KEEL-HAUL.   To  haul  a  man  under  a  vessel's  bottom,  by  ropes  at  the 

yard-arms  on  each  side.     Formerly  practised  as  a  punishment 

in  ships  of  war. 

KEELSON.    (See  PLATE  3.)  A  timber  placed  over  the  keel  on  the  floor- 
timbers,  and  running  parallel  with  it. 

KENTLEDGE.    Pig-iron  ballast,  laid  each  side  of  the  keelson. 
KEVEL,  or  CAVIL.   A  strong  piece  of  wood,  bolted  to  some  timber  or 

stanchion,  used  for  belaying  large  ropes  to. 
KEVEL-HEADS.    Timber- heads,  used  as  kevels. 
KINK.    A  twist  in  a  rope. 
KNEES.    (See  PLATE  3.)   Crooked  pieces  of  timber,  having  two  arms, 

used  to  connect  the  beams  of  a  vessel  with  her  timbers.     (See 

DAGGER.) 
Lodging-knees,  are  placed  horizontally,  having  one  arm  bolted  to 

a  beam,  and  the  other  across  two  of  the  timbers. 
Knee  of  the  head,  is  placed  forward  of  the  stem,  and  supports 

the  figure-head. 
KNIGHT-HEADS,  or   BOLLARD-TIMBERS.    The  timbers  next  the  stem  on 

each  side,  and  continued  high  enough  to  form  a  support  for  the 

bowsprit.     (See  PLATE  3.) 
KNITTLES,  or  NETTLES.    (See  page  51.)   The  halves  of  two  adjoining 

yarns  in  a  rope,  twisted  up  together,  for  pointing  or  grafting. 

Also,  small  line  used  for  seizings  and  for  hammock-clews. 


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DICTIONARY    OF    SEA   TERMS.  113 

KNOCK-OFF  !   An  order  to  leave  off  work. 

KNOT.  A  division  on  the  log-line,  answering  to  a  mile  of  distance. 
(See  page  17.) 

LABOR.   A  vessel  is  said  to  labor  when  she  rolls  or  pitches  heavily. 

LACING.  Rope  used  to  lash  a  sail  to  a  gaff,  or  a  bonnet  to  a  sail.  Also, 
a  piece  of  compass  or  knee  timber,  fayed  to  the  back  of  the  fig- 
ure-head and  the  knee  of  the  head,  and  bolted  to  each. 

LAND-FALL.   The  making  land  after  being  at  sea. 

A  good  land-fall,  is  when  a  vessel  makes  the  land  as  intended. 

LAND  HO  !  The  cry  used  when  land  is  first  seen. 

LANYARDS.  Ropes  rove  through  dead-eyes  for  setting  up  rigging.  Also, 
a  rope  made  fast  to  anything  to  secure  it,  or  as  a  handle,  is  called 
a  lanyard. 

LARBOARD.    The  left  side  of  a  vessel,  looking  forward. 

LARBOWLINES.    The  familiar  term  for  the  men  in  the  larboard  watch. 

LARGE.   A  vessel  is  said  to  be  going  large,  when  she  has  the  wind  free. 

LATCHINGS.  Loops  on  the  head  rope  of  a  bonnet,  by  which  it  is  laced  to 
the  foot  of  the  sail. 

LAUNCH.   A  large  boat.     The  LONG-BOAT. 

LAUNCH  HO  !    High  enough  ! 

LAY.  To  come  or  to  go;  as,  Lay  aloft!  Lay  forward!  Lay  aft ! 
Also,  the  direction  in  which  the  strands  of  a  rope  are  twisted; 
as,  from  left  to  right,  or  from  right  to  left. 

LEACH.    (See  LEECH.) 

LEACHLINE.   A  rope  used  for  hauling  up  the  leach  of  a  sail. 

T  BAD.  A  piece  of  lead,  in  the  shape  of  a  cone  or  pyramid,  with  a  small 
hole  at  the  base,  and  a  line  attached  to  the  upper  end,  used  for 
sounding.  (See  HAND-LEAD,  DEEP-SEA-LEAD.) 

LEADING-WIND.  A  fair  wind.  More  particularly  applied  to  a  wind  abeam 
or  quartering. 

LEAK.   A  hole  or  breach  in  a  vessel,  at  which  the  water  comes  in. 

LEDGES.  Small  pieces  of  timber  placed  ath wart-ships  under  the  decks 
of  a  vessel,  between  the  beams. 

LEE.    The  side  opposite  to  that  from  which  the  wind  blows;   as,  if  a 
vessel   has   the   wind  on  her  starboard  side,  that  will  be  the 
weather,  and  the  larboard  will  be  the  lee  side. 
A  lee  shore  is  the  shore  upon  which  the  wind  is  blowing. 
Under  the  lee  of  anything,  is  when  you  have  that  between  you  and 

the  wind. 

By  the  lee.  The  situation  of  a  vessel,  going  free,  when  she  has 
fallen  off  so  much  as  to  bring  the  wind  round  her  stern,  and  to 
take  her  sails  aback  on  the  other  side. 

LEE-BOARD.  A  board  fitted  to  the  lee  side  of  flat-bottomed  boats,  to  pre- 
vent their  drifting  to  leeward. 

LEE-GAGE.    (See  GAGE.) 

LEEWAY.  What  a  vessel  loses  by  drifting  to  leeward.  When  sailing 
close-hauled  with  all  sail  set,  a  vessel  should  make  no  leeway. 
If  the  topgallant  sails  are  furled,  it  is  customary  to  allow  one 
point ;  under  close-reefed  topsails,  two  points  ;  wnen  under  one 
close-reefed  sail,  four  or  five  points. 

LEECH,  or  LEACH.  The  border  or  edge  of  a  sail,  at  the  sides. 

LEEFANGE.  An  iron  bar,  upon  which  the  sheets  of  fore-and-aft  sails 
traverse.  Also,  a  rope  rove  through  the  cringle  of  a  sail  which 
has  a  bonnet  to  it,  for  hauling  in,  so  as  to  lace  on  the  bonnet. 
Not  much  used. 

LEEWARD.    (Pronounced  lu-ard.)  The  Ice  side.     In  a  direction  opposite 

10* 


114  DICTIONARY  OF   SEA   TERMS. 

to  that  from  which  the  wind  blows,  which  is  called  windward. 
The  opposite  of  lee  is  weather,  and  of  leeward  is  windward ; 
the  two  first  being  adjectives. 

LIE-TO,  is  to  stop  the  progress  of  a  vessel  at  sea,  either  by  counter- 
bracing  the  yards,  or  by  reducing  sail  so  that  she  will  make  little 
or  no  headway,  but  will  merely  come  to  and  fall  off  by  the 
counteraction  of  the  sails  and  helm. 

LIFE-LINES.  Ropes  carried  along  yards,  booms,  &c.,  or  at  any  part  of 
the  vessel,  for  men  to  hold  on  by. 

LIFT.  A  rope  or  tackle,  going  from  the  yard-arms  to  the  mast-head,  to 
support  and  move  the  yard.  Also,  a  term  applied  to  the  sails 
when  the  wind  strikes  them  on  the  leeches  and  raises  them 
slightly. 

LIGHT.  To  move  or  lift  anything  along ;  as,  to  "  Light  out  to  wind- 
ward !"  that  is,  haul  the  sail  over  to  windward.  The  light  sails 
are  all  above  the  topsails,  also  the  studdingsails  and  flying  jib. 

LIGHTER.    A  large  boat,  used  in  loading  and  unloading  vessels. 

LIMBERS,  or  LIMBER-HOLES.    Holes  cut  in  the  lower  part  of  the  floor- 
,  timbers,  next  the  keelson,  forming  a  passage  for  the  water  fore- 
and-aft. 

Limber-boards  are  placed  over  the  limbers,  and  are  movable. 
Limber-rope.     A   rope   rove  fore-and-aft  through  the   limbers,  to 

clear  them  if  necessary. 
Limber-streak.    The  streak  of  foot- waling  nearest  the  keelson. 

LJST.  The  inclination  of  a  vessel  to  one  side  ;  as,  a  list  to  port,  or  a 
list  to  starboard. 

LIZARD.  A  piece  of  rope,  sometimes  with  two  legs,  and  one  or  more 
iron  thimbles  spliced  into  it.  It  is  used  for  various  purposes. 
One  with  two  legs,  and  a  thimble  to  each,  is  often  made  fast  to 
the  topsail  tye,  for  the  buntlines  to  reeve  through.  A  single  one 
is  sometimes  used  on  the  swinging-boom  topping-lift. 

LOCKER.    A  chest  or  box,  to  stow  anything  away  in. 
Chain-locker.   Where  the  chain  cables  are  kept. 
Boatswain's  locker.    Where  tools  and  small  stuff  for  working  upon 
rigging  are  kept. 

LOG,  or  LOG-BOOK.  A  journal  kept  by  the  chief  officer,  in  which  the  sit- 
uation of  the  vessel,  winds,  weather,  courses,  distances,  and 
everything  of  importance  that  occurs,  is  noted  down. 
Log.  Aline  with  a  piece  of  board,  called  the  log-chip,  attached 
to  it,  wound  upon  a  reel,  and  used  for  ascertaining  the  ship's  rate 
of  sailing.  (See  page  17.) 

LONG-BOAT.  The  largest  boat  in  a  merchant  vessel.  When  at  sea,  it 
is  carried  between  the  fore  and  main  masts. 

LONGERS.    The  longest  casks,  stowed  next  the  keelson. 

LONG-TIMBERS.  Timbers  in  the  cant-bodies,  reaching  from  the  dead-wood 
to  the  head  of  the  second  futtock. 

LOOP.-  That  part  of  a  vessel  where  the  planks  begin  to  bend  as  they 
approach  the  stern. 

LOOM.  That  part  of  an  oar  which  is  within  the  row-lock.  Also,  to 
appear  above  the  surface  of  the  water ;  to  appear  larger  thaa 
nature,  as  in  a  fog. 

LUBBER'S  HOLE.   A  hole  in  the  top,  next  the  mast. 

LUFF.    To  put  the  helm  so  as  to  bring  the  ship  up  nearer  to  the  wind. 

Spring-a-luff !  Keep  your  luff!  &c.  Orders  to  luff.  Also,  the 
roundest  part  of  a  vessel's  bow.  Also,  the  forward  leech  of 
fore-and-aft  sails. 


a 


DICTIONARY   OF   SEA   TERMS.  115 

LUFF-TACKLE.    A  purchase  composed  of  a  double  and  single  block. 

(See  page  54.) 

Luff-upon-luff".    A  luff  tackle  applied  to  the  fall  of  another. 
LUGGER.  '  A  small  vessel  carrying  lug-sails. 

Lug-sail.   A  sail  used  in  boats  and  small  vessels,  bent  to  a  yard 

which  hangs  obliquely  to  the  mast. 
LURCH.   The  sudden  rolling  of  a  vessel  to  one  side. 
LYING-TO.     (See  LIE-TO.) 

MADE.   A  made  mast  or  block  is  one  composed  of  different  pieces.    A 

ship's  lower  mast  is  a  made  spar,  her  topmast  is  a  whole  spar. 
MALL,  or  MAUL.    (Pronounced  mawl.)    A.  heavy  iron  hammer  used  in 

driving  bolts.     (See  TOP-MAUL.) 
MALLET.     A  small  maul,  made  of  wood;   as,   caulking -mallet ;   also, 

serving-mallet,  used  in  putting  service  on  a  rope. 
MANGER.   A  coaming  just  within  the  hawse  hole.     Not  much  in  use. 
MAN-HOPES.   Ropes  used  in  going  up  and  down  a  vessel's  side. 
MARL.    To  wind  or  twist  a  small  line  or  rope  round  another. 
MARLINE.     (Pronounced  mar-lin.)     Small  two-stranded  stuff,  used  for 

marling.     A  finer  kind  of  spunyarn. 
MARLING-HITCH.    A  kind  of  hitch  used  in  marling. 
MARLINGSPIKE.    An  iron  pin,  sharpened  at  one  end,  and  having  a  hole 

in  the  other  for  a  lanyard.     Used  both  as  a  fid  and  a  heaver. 
MARRY.    To  join  ropes  together  by  a  worming  over  both. 
MARTINGALE.    A  short,  perpendicular  spar,  under  the  bowsprit-end,  used 

for  guying  down  the  head-stays.     (See  DOLPHIN-STRIKER.) 
MAST.   A  spar  set  upright  from  the  deck,  to  support  rigging,  yards  and 

sails.     Masts  are  whole  or  made. 

MAT.   Made  of  strands  of  old  rope,  and  used  to  prevent  chafing. 
MATE.   An  officer  under  the  master. 
MAUL.    (See  MALL.) 

MEND.    To  mend  service,  is  to  add  more  to  it. 
MESHES.    The  places  between  the  lines  of  a  netting. 
MESS.   Any  number  of  men  who  eat  or  lodge  together. 
MESSENGER.   A  rope  used  for  heaving  in  a  cable  by  the  capstan. 
MIDSHIPS.    The  timbers  at  the  broadest  part  of  the  vessel.     (See  AMID- 
SHIPS.) 
MISS-STAYS.   To  fail  of  going  about  from  one  fack  to  another.     (See 

page  74.) 
MIZZEN-MAST.    The  aftermost  mast  of  a  ship.     (See  PLATE  1.)     The 

spanker  is  sometimes  called  the  mizzen. 

MONKEY  BLOCK.    A  small  single  block  strapped  with  a  swivel. 
MOON-SAIL.     A  small  sail  sometimes  carried  in  light  winds,  above  a 

sky  sail. 

MOOR.    To  secure  by  two  anchors.     (See  page  88.) 
MORTICE.     A  morticed  block  is  one  made  out  of  a  whole  block  of  wood 

with  a  hole  cut  in  it  for  the  sheave ;  in  distinction  from  a  made 

block.    (See  page  53.) 

MOULDS.   The  patterns  by  which  the  frames  of  a  vessel  are  worked  out. 
MOUSE.   To  put  turns  of  rope  yarn  or  spunyarn  round  the  end  of  a  hook 

and  its  standing  part,  when  it  is  hooked  to  anything,  so  as  to 

prevent  its  slipping  out. 

MOUSING.   A  knot  or  puddening,  made  of  yarns,  and  placed  on  the  out- 
side of  a  rope. 
MUFFLE.    Oars  are  muffled  by  putting  mats  or  canvass  round  their  looms 

in  the  row- locks. 


116  DICTIONARY    OF    SEA    TERMS. 

MUNIONS.    The  pieces  that  separate  the  lights  in  the  galleries. 

NAVAL  HOODS,  or  HAWSE  BOLSTERS.  Plank  above  and  below  the  hawse- 
holes. 

NEAP  TIDES.  Low  tides,  coming  at  the  middle  of  the  moon's  second  and 
fourth  quarters.  (See  SPRING  TIDES.), 

NEAPED,  or  BENEAPED.  The  situation  of  a  vessel  when  she  is  aground 
at  the  height  of  the  spring  tides. 

NEAR.  Close  to  wind.  "Near!"  the  order  to  the  helmsman  when  he 
is  too  near  the  wind. 

NETTING.  Network  of  rope  or  small  lines.  Used  for  stowing  away 
sails  or  hammocks. 

NETTLES.     (See  KNITTLE€.) 

NINEPIN  BLOCK.  A  block  in  the  form  of  a  ninepin,  used  for  a  fair- 
leader  in  the  rail. 

NIP.   A  short  turn  in  a  rope. 

NIPPERB.  A  number  of  yarns  marled  together,  used  to  secure  a  cable 
to  the  messenger. 

NOCK.   The  forward  upper  end  of  a  sail  that  sets  with  a  boom. 

NUN-BUOY.   A  buoy  tapering  at  each  end. 

NUT.  Projections  on  each  side  of  the  shank  of  an  anchor,  to  secure  the 
stock  to  its  place. 

OAKUM.    Stuff  made  by  picking  rope-yarns  to  pieces.     Used  for  caulk 

ing,  and  other  purposes. 
OAR.   A  long  wooden  instrument  with  a  flat  blade  at  one  end,  used  for 

propelling  boats. 

OFF-AND-ON.     To  stand  on  different  tacks  towards  and  from  the  land. 
OFFING.   Distance  from  the  shore. 
ORLOP.    The  lower  deck  of  a  ship  of  the  line ;   or  that  on  which  the 

cables  are  stowed. 

OUT-HAUL.   A  rope  used  for  hauling  out  the  clew  of  a  boom  sail. 
OUT-RIGGER.    A  spar  rigged  out  to  windward  from  the  tops  or  cross- 
trees,  to  spread  the  breast-backstays.     (See  page  25.) 
OVERHAUL.     To  overhaul  a  tackle,  is  to  let  go  the  fall  and  pull  on  the 

leading  parts  so  as  to  separate  the  blocks. 
To  overhaul  a  rope,  is  generally  to  pull  a  part  through  a  block  so 

as  to  make  slack. 

To  overhaul  rigging,  is  to  examine  it. 
OVER-RAKE.     Said  of  heavy  seas  which  come  over  a  vessel's  head 

when  she  is  at  anchor,  head  to  the  sea. 

PAINTER.   A  rope  attached  to  the  bows  of  a  boat,  used  for  making  her 

fast. 
PALM.   A  piece  of  leather  fitted  over  the  hand,  with  an  iron  for  the  head 

of  a  needle  to  press  against  in  sewing  upon  canvass.     Also,  the 

fluke  of  an  anchor. 
PANCH.    (See  PAUNCH.) 
PARBUCKLE.    To  hoist  or  lower  a  spar  or  cask  by  single  ropes  passed 

round  it. 
PARCEL.     (See  page  44.)     To  wind  tarred  canvass,  (called  parcelling,) 

round  a  rope. 

PARCELLING.    (See  PARCEL.) 

PARLIAMENT-HEEL.    The  situation  of  a  vessel  when  she  is  careened. 
PARRAL.   The  rope  by  which  a  yard  is  confined  to  a  mast  at  its  centre. 
PART.    To  break  a  rope. 


DICTIONARY   OF    SEA    TERMS.  117 

PARTNERS.   A  frame-work  of  short  timber  fitted  to  the  hole  in  a  deck, 

to  receive  the  heel  of  a  mast  or  pump,  &c. 
PAZAREE.   A  rope  attached  to  the  clew  of  the  foresail  and  rove  through 

a  block  on  the  swinging  boom.     Used  for  guying  the  clews  out 

when  before  the  wind. 

PAUNCH   MAT.     A  thicl*  mat,  placed  at  the  slings  of  a  yard  or  else- 
where. 
PAWL.   A  short  bar  of  iron,  which  prevents  the  capstan  or  windlass  from 

turning  back. 

To  pawl,  is  to  drop  a  pawl  and  secure  the  windlass  or  capstan. 
PAY-OFF.    When  a  vessel's  head  falls  off  from  the  wind. 
To  pay.    To  cover  over  with  tar  or  pitch. 
To  pay  out.   To  slack  up  on  a  cable  and  let  it  run  out. 
PEAK.   The  upper  outer  corner  of  a  gaff-sail. 
PEAK.    (See  A-PEAK.) 

A  stay-peak  is  when  the  cable  and  fore  stay  form  a  line. 

A  short  stay-peak  is  when  the  cable  is  too  much  in  to  form  this 

line. 
PENDANT,  or  PENNANT.   A  long  narrow  piece  of  bunting,  carried  at  the 

mast-head. 
Broad  pennant^  is  a  square  piece,  carried  in  the  same  way,  in  a 

commodore's  vessel. 
Pennant.   A  rope  to  which  a  purchase  is  hooked.     A  long  strap 

fitted  at  one  end  to  a  yard  or  mast-head,  with  a  hook  or  block 

at  the  other  end,  for  a  brace  to  reeve  through,  or  to  liook  a 

tackle  to. 

PILLOW.   A  block  which  supports  the  inner  end  of  the  bowsprit. 
PIN.   The  axis  on  which  a  sheave  turns.     Also,  a  short  piece  of  wood  or 

iron  to  belay  ropes  to. 
PINK-STERN.    A  high,  narrow  stern. 

PINNACE.   A  boat,  in  size  between  the  launch  and  a  cutter. 
PINTLE.   A  metal  bolt,  used  for  hanging  a  rudder. 
PITCH.    A  resin  taken  from  pine,  and  used  for  filling  up  the  seams  of  a 

vessel. 
PLANKS.    Thick,  strong  boards,  used  for  covering  the  sides  and  decks  of 

vessels. 

PLAT.   A  braid  of  foxes.    (See  Fox.) 
PLATE.    (See  CHAIN-PLATE.) 
PLUG.   A.  piece  of  wood,  fitted  into  a  hole  in  a  vessel  or  boat,  so  as  to  let 

in  or  keep  out  water. 
POINT.   To  take  the  end  of  a  rope  and  work  it  over  with  knittles.     (See 

page  51.     See  REEF-POINTS.) 

POLE.   Applied  to  the  highest  mast  of  a  ship,  usually  painted ;  as,  sky- 
sail  pole. 
Poor.   A  deck  raised  over  the  after  part  of  the  spar  deck.     A  vessel  is 

pooped  when  the  sea  breaks  over  her  stern. 
POPPETS.   Perpendicular  pieces  of  timber  fixed  to  the  fore-and-aft  part 

of  the  bilge-ways  in  launching. 
PORT.    Used  instead  of  larboard. 

To  p'ort  the  helm,  is  to  put  it  to  the  larboard. 
PORT,  or  PORT-HOLE.   Holes  in  the  side  of  a  vessel,  to  point  cannon  out 

of.     (See  BRIDLE.) 
PORTOISE.   The  gunwale.     The  yards  are  a-portoise  when  they  rest  on 

the  gunwale. 

PORT-SILLS.    (See  SILLS.) 

PREVENTER.   An  additional  rope  or  spar,  used  as  a  support. 
PRICK.   A  quantity  of  spunyarn  or  rope  laid  close  up  together. 


118  DICTIONARY    OF    SEA   TERMS. 

PRICKER.   A  small  marlinspike,  used  in  sail-making.     It  generally  has 

a  wooden  handle. 
PUDDENING.    A  quantity  of  yarns,  matting  or  oakum,  used  to  prevent 

chafing. 

PUMP-BRAKE.    The  handle  to  the  pump. 

PURCHASE.    A  mechanical  power  whicn  incre^es  the  force  applied. 
To  purchase,  is  to  raise  hy  a  purchase. 

QUARTER.  The  part  of  a  vessel's  side  between  the  after  part  of  the 
main  chains  and  the  stern.  The  quarter  of  a  yard  is  between 
the  slings  and  the  yard-arm. 

The  wind  is  said  to  be  quartering,  when  it  blows  in  a  line  between 
that  of  the  keel  and  the  beam  and  abaft  the  latter. 

QUARTER-BLOCK.  A  block  fitted  under  the  quarters  of  a  yard  on  each 
side  the  slings,  for  the  clewlines  and  sheets  to  reeve  through. 

QUARTER-DECK.  That  part  of  the  upper  deck  abaft  the  main-mast. 

QUARTER-MASTER.  A  petty  officer  in  a  man-of-war,  who  attends  the 
helm  and  binnacle  at  sea,  and  watches  for  signals,  &c.,  when  in 
port. 

QUICK-WORK.  That  part  of  a  vessel's  side  which  is  above  the  chain- 
wales  and  decks.  So  called  in  ship-building. 

QUILTING.  A  coating  about  a  vessel,  outside,  formed  of  ropes  woven 
together. 

QUOIN.    A  wooden  wedge  for  the  breech  of  a  gun  to  rest  upon. 

RACE.    A  strong,  rippling  tide. 

RACK.    To  seize  two  ropes  together,  with  cross-turns.     Also,  a  fair- 

leader  for  running  rigging. 

RACK-BLOCK.  A  course  of  blocks  made  from  one  piece  of  wood,  for  fair- 
leaders. 

RAKE.    The  inclination  of  a  mast  from  the  perpendicular. 
RAMLINE.    A  line  used  in  mast-making  to  get  a  straight  middle  line  on 

a  spar. 
RANGE  OF  CABLE.   A  quantity  of  cable,  more  or  less,  placed  in  order  for 

letting  go  the  anchor  or  paying  out. 
RATLINES.    (Pronounced  rat-lins.)    Lines  running  across  the  shrouds, 

horizontally,  like  the  rounds  of  a  ladder,  and  used  to  step  upon 

in  going  aloft. 
RATTLE  DOWN  RIGGING.    To  put  ratlines  upon  rigging.     It  is  still  called 

rattling  down,  though  they  are  now  rattled  up  ;  beginning  at  the 

lowest.    (See  page  23.) 

RAZEE.    A  vessel  of  war  which  has  had  one  deck  cut  down. 
REEF.    To  reduce  a  sail  by  taking  in  upon  its  head,  if  a  square  sail,  and 

its  foot,  if  a  fore-and-aft  sail. 
REEF-BAND.    A  band  of  stout  canvass  sewed  on  the  sail  across,  with 

points  in  it,  and  earings  at  each  end  for  reefing. 
A  reef  is  all  of  the  sail  that  is  comprehended  between  the  head 

of  the  sail  and  the  first  reef-band,  or  between  two  reef-bands. 
REEF-TACKLE.     A   tackle   used  to  haul   the  middle   of  each   leech   up 

toward  the  yard,  so  that  the  sail  may  be  easily  reefed. 
REEVE.    To  pass  the  end  of  a  rope  through  a  block,  or  any  aperture. 
RELIEVING  TACKLE.  A  tackle  hooked  to  the  tiller  in  a  gale  of  wind,  to  steer 

by  in  case  anything  should  happen  to  the  wheel  or  tiller- ropes. 
RENDER.    To  pass  a  rope  through  a  place.     A  rope  is  said  to  render  or 

not,  according  as  it  goes  freely  through  any  place. 
RIB-BANDS.   Long,  narrow,  flexible  pieces  of  timber  nailed  to  the  outside 

of  the  ribs,  so  as  to  encompass  the  vessel  lengthwise. 


DICTIONARY    OF    SEA    TERMS.  119 

RIBS.   A  figurative  term  for  a  vessel's  timbers. 

RIDE  AT  ANCHOR.    To  lie  at  anchor.     Also,  to  bend  or  bear  down  by 

main  strength  and  weight ;  as,  to  ride  down  the  main  tack. 
RIDERS.  'Interior  timbers  placed  occasionally  opposite  the  principal  ones, 

to  which  they  are  bolted,  reaching  from  the  keelson  to  the  beams 

of  the  lower  deck.     Also,  casks  forming  the  second  tier  in  a 

vessel's  hold. 
RIGGING.   The  general  term  for  all  the  ropes  of  a  vessel.    (See  RUNNING, 

STANDING.)     Also,  the  common  term  for  the  shrouds  with  their 

ratlines  ;  as,  the  main  rigging,  mizzen  rigging,  &c. 
RIGHT.    To  right  the  helm,  is  to  put  it  amidships. 
RIM.    The  edge  of  a  top. 
RING.   The  iron  ring  at  the  upper  end  of  an  anchor,  to  which  the  cable 

is  bent.    * 

RING-BOLT.   An  eye-bolt  with  a  ring  through  the  eye.      (See  EYE-BOLT.) 
RING-TAIL.   A  small  sail,  shaped  like  a  jib,  set  abaft  the  spanker  in  light 

winds. 
ROACH.    A  curve  in  the  foot  of  a  square  sail,  by  which  the  clews  are 

brought  below  the  middle  of  the  foot.     The  roach  of  a  fore-and- 
aft  sail  is  in  its  forward  leech. 

ROAD,  or  ROADSTEAD.    An  anchorage  at  some  distance  from  the  shore. 
ROBANDS.     (See  ROPE-BANDS.) 

ROLLING  TACKLE.    Tackles  used  to  steady  the  yards  in  a  heavy  sea. 
ROMBOWLINE.    Condemned  canvass,  rope,  &c. 
ROPE-BANDS,  or  ROBANDS.    Small  pieces  of  two  or  three  yarn  smmyarn 

or  marline,  used  to  confine  the  head  of  the  sail  to  the  yard  or  gaff. 
ROPE-YARN.   A  thread  of  hemp,  or  other  stuff,  of  which  a  rope  is  made. 

(See  page  43.) 

ROUGH-TREE.    An  unfinished  spar. 

ROUND  IN.     To  haul  in  on  a  rope,  especially  a  weather-brace. 
ROUND  UP.   To  haul  up  on  a  tackle. 

ROUNDING.   A  service  of  rope,  hove  round  a  spar  or  larger  rope. 
ROWLOCKS,  or  ROLLOCKS.   Places  cut  in  the  gunwale  of  a  boat  for  the 

oar  to  rest  in  while  pulling. 

ROYAL.    A  light  sail  next  above  a  topgallant  sail.     (See  PLATE  2.) 
ROYAL  YARD.    The  yard  from  which  the  royal  is  set.     The  fourth  from 

the  deck.     (See  PLATE  1.) 
RUBBER.    A  small  instrument  used  to  rub  or  flatten  down  the  seams  of  a 

sail  in  sail-making. 

RUDDER.    The  machine  by  which  a  vessel  or  boat  is  steered. 
RUN.    The  after  part  of  a  vessel's  bottom,  which  rises  and  narrows  in 

approaching  the  stern-post. 
By  the  run.   To  let  go  by  the  run,  is  to  let  go  altogether,  instead 

of  slacking  off. 

RUNG-HEADS.    The  upper  ends  of  the  floor-timbers. 
RUNNER.    A  rope  used  to  increase  the  power  of  a  tackle.     It  is  rove 

through  a  single  block  which  you  wish  to  bring  down,  and  a 

tackle  is  hooked  to  each  end,  or  to  one  end,  the  other  being  made 

fast. 
RUNNING  RIGGING.    The  ropes  that  reeve  through  blocks,  and  are  pulled 

and   hauled,  such  as  braces,  halyards,  &c. ;   in  opposition  to  the 

standing-  rigging,  the  ends  of  which  are  securely  seized,  such 

as  stays,  shrouds,  &c.     (See  page  43.) 

SADDLES.  Pieces  of  wood  hollowed  put  to  fit  on  the  yards  to  which  they 
are  nailed,  having  a  hollow  in  .the  upper  part  for  the  boom  to 
rest  in. 


120  DICTIONARY   OF   SEA   TERMS. 

SAG.   To  sag  to  leeward,  is  to  drift  off  bodily  to  leeward. 

SAILS   are   of  two  kinds :   square  sails,  which  hang  from  yards,   their 

foot  lying  across  the  line  of  the  keel,  as  the  courses,  topsails, 

&c.  ;  and  fore-and-aft  sails,  which  set  upon  gaffs,  or  on  stays, 

their  foot  running  with  the  line  of  the  keel,  as  jib,  spanker,  &c. 
BAIL  HO  !    The  cry  used  when  a  sail  is  first  discovered  at  sea. 
SAVE-ALL.   A  small  sail  sometimes  set  under  the  foot  of  a  lower  stud- 

dingsail.     (See  WATER  SAIL.) 
SCANTLING.   A  term  applied  to  any  piece  of  timber,  with  regard  to  its 

breadth  and  thickness,  when  reduced  to  the  standard  size. 
SCARF.    To  join  two  pieces  of  timber  at  their  ends  by  shaving  them  down 

and  placing  them  over-lapping. 

SCHOONER.    (See  PLATE  4.)   A  sjqajl  vessel  with  two^pasts  and  no  tops. 
A  fore-and-aft  schooner  has  only  fore-and-aft  sails. 
A  topsail  schooner  carries  a  square  fore  topsail,  and   frequently, 

also,  topgallant  sail  and  royal.     There  are  some  schooners  with 

three  masts.     They  also  have  no  tops. 
A  main-topsail  schooner  is  one  that  carries  square  topsails,  fore 

and  aft. 

SCORE.  A  groove  in  a  block  or  dead-eye. 
SCOTCHMAN.   A  large  batten  placed  over  the  turnings-in  of  rigging.   (See 

BATTEN.) 
SCRAPER.   A  small,  triangular  iron  instrument,  with  a  handle  fitted  to 

its  centre,  and  used  for  scraping  decks  and  masts. 
SCROWL.   A  piece  of  timber  bolted  to  the  knees  of  the  head,  in  place  of  a 

figure-head. 
SCUD.   To  drive  before  a  gale,  with  no  sail,  or  only  enough  to  keep  the 

vessel  ahead  of  the  sea.     Also,  low,  thin  clouds  that  fly  swiftly 

before  the  wind. 
SCULL.    A  short  oar. 

To  scull,  is  to  impel  a  boat  by  one  oar  at  the  stern. 
SCUPPERS.   Holes  cut  in  the  water-ways  for  the  water  to  run  from  the 

decks. 
SCUTTLE.   A  hole  cut  in  a  vessel's  deck,  as,  a  hatchway.     Also,  a  hole 

cut  in  any  part  of  a  vessel. 

To  scuttle,  is  to  cut  or  bore  holes  in  a  vessel  to  make  her  sink. 
SCUTTLE-BUTT.    (See  BUTT.) 

SEAMS.    The  intervals  between  planks  in  a  vessel's  deck  or  side. 
SEIZE.    To  fasten  ropes  together  by  turns  of  small  stuff. 
SEIZINGS.     (See   page   51.)     The"  fastenings   of  ropes   that  are   seized 

together. 
SELVAGEE.    A  skein  of  rope-yarns  or  spunyarn,  marled  together.     Used 

as  a  neat  strap.     (See  page  50.) 
SEND.    When  a  ship's  head  or  stern  pitches  suddenly  and  violently  into 

the  trough  of  the  sea. 

SENNIT,  or  SINNIT.     (See  page  52.)  A  braid,  formed  by  plaiting  rope- 
yarns  or  spunyarn  together.     Straw,  plaited  in  the  same  way  for 

hats,  is  called  sennit. 
SERVE.     (See  page  44.)     To  wind  small  stuff,  as  rope-yarns,  spunyarn, 

&c.,  round  a  rope,  to  keep  it  from  chafing.     It  is  wound  and 

hove  round  taut  by  a  serving-board  or  mallet. 
SERVICE,  is  the  stuff  so  wound  round. 
SET.    To  set  up  rigging,  is  to  tauten  it  by  tackles.     The  seizings  are 

then  put  on  afresh. 
SHACKLES.   Links  in  a  chain  cable  which  are  fitted  with  a  movable  bolt 

so  that  the  chain  can  be  separated. 


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DICTIONARY   OF    SEA   TERMS.  121 

SHAKES.   The  staves  of  hogsheads  taken  apart. 

SHANK.    The  main  piece  in  an  anchor,  at  one  end  of  which  the  stock  is 

made  fast,  and  at  the  other  the  arms. 
SHANK-PAINTER.   A  strong  rope  by  which  the  lower  part  of  the  shank 

of  an  anchor  is  secured  to  the  ship's  side. 

SHARP  UP.    Said  of  yards  when  braced  as  near  fore-and-aft  as  possible. 
SHEATHING.    A  casing  or  covering  on  a  vessel's  bottom. 
SHEARS.    Two  or  more  spars,  raised  at  angles  and  lashed  together  near 

their  upper  ends,  used  for  taking  in  masts.     (See  page  52.) 
SHEAR  HULK.    An  old  vessel  fitted  with  shears,  &c.,  and  used  for  taking 

out  and  putting  in  the  masts  of  other  vessels. 
SHEAVE.    The  wheel  in  a  block  upon  which  the  rope  works. 

S/ieave-hole,  the  place  cut  in  a  block  for  the  ropes  to  reeve  through. 
SHEEP-SHANK.    A  kind  of  hitch  or  bend,  used  to  shorten  a  rope  tem- 
porarily.    (See  PLATE  5  and  page  50.) 
SHEER,  or  SHEER-STRAKE.    The  line  of  plank  on  a  vessel's  side,  running 

fore-and-aft  under  the  gunwale.    Also,  a  vessel's  position  when 

riding  by  a  single  anchor. 
SHEET.   A  rope  used  in  setting  a  sail,  to  keep  the  clew  down  to  its  place. 

With  square  sails,  the  sheets  run  through  each  yard-arm.    With 

boom   sails,  they  haul   the   boom   over   one   way  and   another. 

They  keep  down  the  inner  clew  of  a  studdingsail  and  the  after 

clew  of  a  jib.     (See  HOME.) 

SHEET  ANCHOR.   A  vessel's  largest  anchor :  not  carried  at  the  bow. 
SHELL.    The  case  of  a  block. 

SHINGLE.     (See  BALLAST.)  CA 

SHIP.   A  vessel  with  threejnasts,  with  tops  and  yards  to  each.    (See  PLATE 

4.)     To  enter  onboard  a  vessel.     To  fix  anything  in  its  place. 
SHIVER.   To  shake  the  wind  out  of  a  sail  by  bracing  it  so  that  the  wind 

strikes  upon  the  leech. 
SHOE.   A  piece  of  wood  used  for  the  bill  of  an  anchor  to  rest  upon,  to 

save  the  vessel's  side.     Also,  for  the  heels  of  shears,  &c. 
SHOE-BLOCK.    A  block  with  two  sheaves,  one  above  the  other,  the  one 

horizontal  and  the  other  perpendicular. 

SHORE.   A  prop  or  stanchion,  placed  under  a  beam.    To  shore,  to  prop  up. 
SHROUDS.   A  set  of  ropes  reaching  from  the  mast-heads  to  the  vessel's 

sides,  to  support  the  masts, 
SILLS.   Pieces  of  timber  put  in  horizontally  between  the  frames  to  form 

and  secure  any  opening  ;  as,  for  ports. 
SISTER  BLOCK.   A  long  piece  of  wood  with  two  sheaves  in  it,  one  above 

the  other,  with  a  score  between  them  for  a  seizing,  and  a  groove 

around  the  block,  lengthwise. 
SKIDS.   Pieces  of  timber  placed  up  and  down  a  vessel's  side,  to  bear  any 

articles  off  clear  that  are  hoisted  in. 
SKIN.    The  part  of  a  sail  which  is  outside  and  covers  the  rest  when  it  is 

furled.     Also,  familiarly,  the  sides  of  the  hold  ;  as,  an  article  is 

said  to  be  stowed  next  the  skin. 

SKYSAIL.    A  light  sail  next  above  the  royal.     (See  PLATE  2.) 
SKY-SCRAPER.    A  name  given  to  a  skysail  when  it  is  triangular. 
SLABLINE.    A  small  line  used  to  haul  up  the  foot  of  a  course. 
SLACK.    The  part  of  a  rope  or  sail  that  hangs  down  loose. 

Slack  in  stays,  said  of  a  vessel  when  she  works  slowly  in  tacking. 
SLEEPERS.    The  knees  that  connect  the  transoms  to  the  after  timbers  on 

the  ship's  quarter. 
SLING.   To  set  a  cask,  spar,  gun,  or  other  article,  in  ropes,  so  as  to  put 

on  a  tackle  and  noist  or  lower  it. 
SLINGS.   The  ropes  used  for  securing  the  centre  of  a  yard  to  the  mast. 

11 


122  DICTIONARY   OF   SEA   TERMS. 

Yard-slings  are  now  made  of  iron.     Also,  a  large  rope  fitted 

so  as  to  go  round  any  article  which  is  to  be  hoisted  or  lowered. 
SLIP.   To  let  a  cable  go  and  stand  out  to  sea.     (See  page  90.) 
SLIP-ROPE.   A  rope  bent  to  the  cable  just  outside  the  hawse-hole,  and 

brought  in  on  the  weather  quarter,  for  slipping.     (See  page  90.) 
SLOOP.   A  small  vessel  with  one  mast.     (See  PLATE  4.) 
SLOOP  OF  WAR.   A  vessel  of  any  rig,  mounting  between  18  and  32  guns. 
SLUE.    To  turn  anything  round  or  over. 
SMALL  STUFF.   The  term  for  spunyarn,  marline,  and  the  smallest  kinds 

of  rope,  such  as  ratline-stuff,  &c. 
SNAKE.   To  pass  small  stuff  across  a  seizing,  with  marling  hitches  at 

the  outer  turns. 
SNATCH-BLOCK.   A  single  block,  with  an  opening  in  its  side  below  the 

sheave,  or  at  the  bottom,  to  receive  the  bight  of  a  rope. 
SNOTTER.   A  rope  going  over  a  yard-arm,  with  an  eye,  used  to  bend  a 

tripping-line  to  in  sending  down  topgallant  and  royal  yards  in 

vessels  of  war. 

SNOW.    A  kind  of  brig,  formerly  used. 
SNUB.    To  check  a  rope  suddenly. 
SNYING.   A  term  for  a  circular  plank  edgewise,  to  work  in  the  bows  of  a 

vessel. 
So  !    An  order  to  'vast  hauling  upon  anything  when  it  has  come  to  its 

right  position. 
SOLE.    A  piece  of  timber  fastened  to  the  foot  of  the  rudder,  to  make  it 

level  with  the  false  keel. 
SOUND.   To  get  the  depth  of  water  by  a  lead  and  line.     (See  page  85.) 

The  pumps  are  sounded  by  an  iron  sounding  rod,  marked  with 

a  scale  of  feet  and  inches. 
SPAN.    A  rope  with  both  ends  made  fast,  for  a  purchase  to  be  hooked  to 

its  bight. 
SPANKER.   The  after  sail  of  a  ship  or  bark.     It  is  a  fore-and-aft  sail, 

setting  with  a  boom  and  gaff.     (See  PLATE  2.) 
SPAR.    The  general  term  for  all  masts,  yards,  booms,  gaffs,  &c. 
SPELL.    The  common  term  for  a  portion  of  time  given  to  any  work. 
To  spell,  is  to  relieve  another  at  his  work. 

Spell  ho  !  An  exclamation  used  as  an  order  or  request  to  be  reliev- 
ed at  work  by  another. 
SPENCER.    A  fore-and-aft  sail,  set  with  a  gaff  and  no  boom,  and  hoisting 

from  a  small  mast  called  a  spencer-mast ,  just  abaft  the  fore  and 

main  masts.     (See  PLATES  2  and  4.) 
SPILL.   To  shake  the  wind  out  of  a  sail  by  bracing  it  so  that  the  wind 

may  strike  its  leech  and  shiver  it. 

SPILLING  LINE.   A  rope  used  for  spilling  a  sail.     Rove  in  bad  weather. 
SPINDLE.    An  iron  pin  upon  which  the  capstan  moves.     Also,  a  piece  of 

timber  forming  the  diameter  of  a  made  mast.     Also,  any  long 

pin  or  bar  upon  which  anything  revolves. 

SPIRKETING.    The  planks  from  the  water-ways  to  the  port-sills. 
SPLICE.    (See  PLATE  5  and  page  44.)     To  join  two  ropes  together  by 

interweaving  their  strands. 
SPOON-DRIFT.    Water  swept  from  the  tops  of  the   waves  by  the  violence 

of  the  wind  in  a  tempest,  and  driven  along  before  it,  covering 

the  surface  of  the  sea. 
SPRAY.   An  occasional  sprinkling  dashed  from  the  top  of  a  wave  by  the 

wind,  or  by  its  striking  an  object. 
SPRING.   To  crack  or  split  a  mast. 

To  spring  a  leak,  is  to  begin  to  leak. 

To  spring  a  luff",  is  to  force  a  vessel  close  to  the  wind,  in  sailing. 
SPRING-STAY.   A  preventer-stay,  to  assist  the  regular  one.     (See  STAY.) 


DICTIONARY    OF    SEA    TERMS.  123 

SPRING  TIDES.  The  highest  and  lowest  course  of  tides,  occurring  every 
new  and  full  moon. 

SPRIT.  A  small  boom  or  gaff,  used  with  some  sails  in  small  boats.  The 
lower  end  rests  in  a  becket  or  snotter  by  the  foot  of  the  mast, 
and  the  other  end  spreads  and  raises  the  outer  upper  corner  of 
the  sail,  crossing  it  diagonally.  A  sail  so  rigged  in  a  boat 
is  called  a  sprit-sail. 

SPRIT-SAIL-YARD.  (See  PLATE  1.)  A  yard  lashed  across  the  bowsprit 
or  knight-heads,  and  used  to  spread  the  guys  of  the  jib  and  flying 
jib-boom.  There  was  formerly  a  sail  bent  to  it  called  a  sprit-sail. 

SPUNYARN.  (See  page  44.)  A  cord  formed  by  twisting  together  two 
or  three  rope-yarns. 

SPURLING  LINE.    A  line  communicating  between  the  tiller  and  tell-tale. 

SPURS.  Pieces  of  timber  fixed  on  the  bilge-ways,  their  upper  ends  being 
bolted  to  the  vessel's  sides  above  the  water.  Also,  curved 
pieces  of  timber,  serving  as  half  beams,  to  support  the  decks 
where  whole  beams  cannot  be  placed. 

SPUR-SHOES.    Large  pieces  of  timber  that  come  abaft  the  pump-well. 

SQ.UARE.  Yards  are  squared  when  they  are  horizontal  and  at  right 
angles  with  the  Keel.  Squaring  by  the  lifts  makes  them  horizon- 
tal ;  and  by  the  braces,  makes  them  at  right  angles  with  the 
vessel's  line.  Also,  the  proper  term  for  the  length  of  yards.  A 
vessel  has  square  yards  when  her  yards  are  unusually  long.  A  sail 
is  said  to  be  very  square  on  the  head  when  it  is  long  on  the  head. 
To  square  a  yard,  in  working  ship,  means  to  bring  it  in  square  by 
the  braces. 

SQUARE-SAIL.  A  temporary  sail,  set  at  the  fore-mast  of  a  schooner  or 
sloop  when  going  before  the  wind.  (See  SAIL.) 

STABBER.    A  PRICKER. 

STAFF.     A  pole  or  mast,  used  to  hoist  flags  upon. 

STANCHIONS.  (See  PLATE  3.)  Upright  posts  of  wood  or  iron,  placed 
so  as  to  support  the  beams  of  a  vessel.  Also,  upright  pieces  of 
timber,  placed  at  intervals  along  the  sides  of  a  vessel,  to  support 
the  bulwarks  and  rail,  and  reaching  down  to  the  bends,  by  the 
side  of  the  timbers,  to  which  they  are  bolted.  Also,  any  fixed, 
upright  support;  as  to  an  awning,  or  for  the  man-ropes. 

STAND  BY  !   An  order  to  be  prepared. 

STANDARD.  An  inverted  knee,  placed  above  the  deck  instead  of  beneath 
it ;  as,  bitt- standard,  &c. 

STANDING.  The  standing  part  of  a.  rope  is  that  part  which  is  fast,  in 
opposition  to  the  part  that  is  hauled  upon  ;  or  the  main  part,  in 
opposition  to  the  end. 

The  standing  part  of  a  tackle  is  that  part  which  is  made  fast  to 
the  blocks  and  between  that  and  the  next  sheave,  in  opposition 
to  the  hauling  and  leading  parts. 

STANDING  RIGGING.  (See  page  43.)  That  part  of  a  vessel's  rigging 
which  is  made  fast  and  not  hauled  upon.  (See  RUNNING.) 

STARBOARD.    The  right  side  of  a  vessel,  looking  forward. 

STARBOWLINES.    The  familiar  term  for  the  men  in  the  starboard  watch. 

START.    To  start  a  cask,  is  to  open  it. 

STAY.  To  tack  a  vessel,  or  put  her  about,  so  that  the  wind,  from  being  on 
one  side,  is  brought  upon  the  other,  round  the  vessel's  head. 
(See  TACK,  WEAR.) 

To  stay  a  mast,  is  to  incline  it  forward  or  aft,  or  to  one  side  or  the 
other,  by  the  stays  and  backstays.  Thus,  a  mast  is  said  to  be 
stayed  too  much  forward  or  aft,  or  too  much  to  port,  &c. 

STAYS.  Large  ropes,  used  to  support  masts,  and  leading  from  the  head 
of  some  mast  down  to  some  other  mast,  or  to  some  part  of  **•• 


124  DICTIONARY   OF    SEA    TERMS. 

vessel.   Those  which  lead  forward  are  called  fore-and-aft  stays ; 

and  those  which   lead   down   to   the  vessel's   sides,  backstays. 

(See  BACKSTAYS.) 
In  stays,  or  hove  in  stays,  the  situation  of  a  vessel  when  she  is 

staying-,  or  going  about  from  one  tack  to  the  other. 
STAYSAIL.   A  sail  which  hoists  upon  a  stay. 
STEADY  !   An  order  to  keep  the  helm  as  it  is. 
STEERAGE.    That  part  of  the  between-decks  which  is  just  forward  of  the 

cabin. 
STEEVE.    A  bowsprit  steeves  more  or  less,  according  as  it  is  raised  more 

or  less  from  the  horizontal. 
The  sleeve  is  the  angle  it  makes  with  the  horizon.     Also,  a  long, 

heavy  spar,  with  a  place  to  fit  a  block  at  one  end,  and  used  in 

stowing  certain  kinds  of  cargo,  which  need  be  driven  in  close. 
STEM.     (See  PLATE  3.)     A  piece  of  timber  reaching  from  the  forward 

end  of  the  keel,  to  which  it  is  scarfed,  up  to  the  bowsprit,  and  to 

which  the  two  sides  of  the  vessel  are  united. 
STEMSON.     A  piece  of  compass-timber,  fixed  on  the  after  part  of  the 

apron  inside.     The  lower  end  is  scarfed  into  the  keelson,  and 

receives  the  scarf  of  the  stem,  through  which  it  is  bolted. 
STEP.   A  block  of  wood  secured  to  the  keel,  into  which  the  heel  of  the 

mast  is  placed. 

To  step  a  mast,  is  to  put  it  in  its  step. 

STERN.    (See  PLATE  3.)    The  after  end  of  a  vessel.    (See  BY  THE  STERN.) 
STERN-BOARD.    The  motion  of  a  vessel  when  going  stern  foremost. 
STERN-FRAME.    The  frame  composed  of  the  stern-post  transom  and  the 

fashion-pieces. 
STERN-POST.    (See  PLATE  3.)     The  aftermost  timber  in  a  ship,  reaching 

from  the  after  end  01  the  keel  to  the  deck.     The  stem  and  stern- 
post  are  the  two  extremes  of  a  vessel's  frame. 
Inner  stern-post.    A  post  on  the  inside,  corresponding  to  the  stern- 
post. 
STERN-SHEETS.    The  after  part  of  a  boat,  abaft  the  rowers,  where  the 

passengers  sit. 
STIFF.   The  quality  of  a  vessel  which  enables  it  to  carry  a  great  deal  of 

sail  without  lying  over  much  on  her  side.     The  opposite  to  crank. 
STIRRUPS.    Ropes  with  thimbles  at  their  ends,  through  which  the  foot- 
ropes  are  rove,  and  by  which  they  are  kept  up  toward  the  yards. 
STOCK.   A  beam  of  wood,  or  a  bar  of  iron,  secured  to  the  upper  end  of 

the  shank  of  an  anchor,  at  right  angles  with  the  arms.     An  iron 

stock  usually  goes  with  a  key,  and  unships. 
STOCKS.    The  frame  upon  which  a  vessel  is  built. 
STOOLS.    Small  channels  for  the  dead-eyes  of  the  backstays. 
STOPPER.   A  stout  rope  with  a  knot  at  one  end,  and  sometimes  a  hook  at 

the  other,  used  for  various  purposes  about  decks  ;  as,  making  fast 

a  cable,  so  as  to  overhaul.     (See  CAT  STOPPER,  DECK  STOPPER.) 
STOPPER  BOLTS.    Ring-bolts  to  which  the  deck  stoppers  are  secured. 
STOP.   A  fastening  of  small  stuff.     Also,  small  projections  on  the  outside 

of  the  cheeks  of  a  lower  mast,  at  the  upper  parts  of  the  hounds. 
STRAND.     (See  page  43.)     A  number  of  rope-yarns  twisted  together. 

Three,  four  or  nine  strands  twisted  together  form  a  rope. 
A  rope  is  stranded  when  one  of  its  strands  is  parted  or  broken  by 

chafing  or  by  a  strain. 

A  vessel  is  stranded  when  she  is  driven  on  shore. 
STRAP.     A  piece  of  rope  spliced  round  a  block  to  keep  its  parts  well 

together.     Some  blocks  have  iron  straps,  in  which  case  they  are 

called  iron  bound. 


DICTIONARY    OF    SEA    TERMS.  125 

STREAK,   or   STRAKE.     A  range  of  planks   running  fore  and  aft  on  a 

vessel's  side. 
STREAM.    The  stream  anchor  is  one  used  for  warping,  &c.,  and  sometimes 

as  a  lighter  anchor  to  moor  by,  with  a  hawser.     It  is  smaller 

than  the  bowers,  and  larger  than  the  hedges. 
To  stream  a  buoy,  is  to  drop  it  into  the  water. 
STRETCHERS.   Pieces  of  wood  placed  across  a  boat's  bottom,  inside,  for 

the  oarsmen  to  press  their  feet  against,  in  rowing.     Also,  cross 

pieces  placed  between  a  boat's  sides  to  keep  them  apart  when 

noisted  up  and  griped. 
STRIKE.    To  lower  a  sail  or  colors. 
STUDDINGSAILS.    (See  PLATE  2.)  Light  sails  set  outside  the  square  sails, 

on  booms  rigged  out  for  that  purpose.     They  are  only  carried 

with  a  fair  wind  and  in  moderate  weather. 
SUED,  or  SEWED.    The  condition  of  a  ship  when  she  is  high  and  dry  OR 

shore.     If  the  water  leaves  her  two  feet,  she  sues,  or  is  sued, 

two  feet. 

SUPPORTERS.    The  knee-timbers  under  the  cat-heads. 
SURF.   The  breaking  of  the  sea  upon  the  shore. 
SURGE.    A  large,  swelling  wave. 

To  surge  a  rope  or  cable,  is  to  slack  it  up  suddenly  where  it  ren- 
ders round  a  pin,  or  round  the  windlass  or  capstan. 
Surge  ho  !   The  notice  given  when  a  cable  is  to  be  surged. 
SWAB.   A  mop,  formed  of  old  rope,  used  for  cleaning  and  drying  decks. 
SWEEP.   To  drag  the  bottom  for  an  anchor.     Also,  large  oars,  used  in 

small  vessels  to  force  them  ahead. 

SWIFT.   To  bring  two  shrouds  or  stays  close  together  by  ropes. 
SWIFTER.    The  forward  shroud  to  a  lower-mast.     Also,  ropes  used  to 

confine  the  capstan  bars  to  their  places  when  shipped. 
SWIG.   A  term  used  by  sailors  for  the  mode  of  hauling  on  upon  the  bight 

of  a  rope  when  its  lower  end  is  fast. 
SWIVEL.   A  long  link  of  iron,  used  in  chain  cables,  made  so  as  to  turn 

upon  an  axis  and  keep  the  turns  out  of  a  chain. 

SYPHERING.  Lapping  the  edges  of  planks  over  each  other  for  a  bulk- 
head. 

TABLING.  Letting  one  beam-piece  into  another.  (See  SCARFING.)  Also, 
the  broad  hem  on  the  borders  of  sails,  to  which  the  bolt-rope  is 
sewed. 

TACK.   To  put  a  ship  about,  so  that  from  having  the  wind  on  one  side, 
you  bring  it  round  on  the  other  by  the  way  of  her  head.     The 
opposite  of  wearing. 
A  vessel  is  on  the  starboard  tack,  or  has  her  starboard  tacks  on 

board,  when  she  has  the  wind  on  her  starboard  side. 
The  rope  or  tackle  by  which  the  weather  clew  of  a  course  is  hauled 

forward  and  down  to  the  deck. 

The  tack  of  a  fore-and-aft  sail  is  the  rope  that  keeps  down  the 

lower  forward  clew ;  and  of  a  studdingsail,  the  lower  outer  clew. 

The    tack   of  the   lower   studdingsail  is    called  the  outhaul. 

Also,  that  part  of  a  sail  to  which  the  tack  is  attached. 

TACKLE.     (Pronounced  tay-cle.)    A  purchase,  formed  by  a  rope  rove 

through  one  or  more  blocks. 

TAFFRAIL,  or  TAFFEREL.    The  rail  round  a  ship's  stern. 
TAIL.   A  rope  spliced  into  the  end  of  a  block  and  used  for  making  it  fast 

to  rigging  or  spars.     Such  a  block  is  called  a  tail-block. 
A  ship  is  said  to  tail  up  or  down  stream,  when  at  anchor,  according 
as  her  stern  swings  up  or  down  with  the  tide ;   in  opposition  to 
11* 


126  DICTIONARY   OF    SEA    TERMS. 

heading  one  way  or  another,  which  is  said  of  a  vessel  when 
under  way. 

TAIL-TACKLE.   A  watch-tackle.     (See  page  54.) 

TAIL  ON  !  or  TALLY  ON  !  An  order  given  to  take  hold  of  a  rope  and 
pull. 

TANK.   An  iron  vessel  placed  in  the  hold  to  contain  the  vessel's  water. 

TAR.  A  liquid  gum,  taken  from  pine  and  fir  trees,  and  used  for  caulking, 
and  to  put  upon  yarns  in  rope-making,  and  upon  standing  rig- 
ging, to  protect  it  from  the  weather. 

TARPAULIN.  A  piece  of  canvass,  covered  with  tar,  used  for  covering 
hatches,  boats,  &c.  Also,  the  name  commonly  given  to  a  sailor's 
hat  when  made  of  tarred  or  painted  cloth. 

TAUT.     Tight. 

TAUNT.   High  or  tall.     Commonly  applied  to  a  vessel's  masts. 

All-a-taunt-o.     Said  of  a  vessel  when  she  has  all  her  light  and 
tall  masts  and  spars  aloft. 

TELL-TALE.  A  compass  hanging  from  the  beams  of  the  cabin,  by  which 
the  heading  of  a  vessel  may  be  known  at  any  time.  Also,  an 
instrument  connected  with  me  barrel  of  the  wheel,  and  travers- 
ing so  that  the  officer  may  see  the  position  of  the  tiller. 

TEND.  To  watch  a  vessel  at  anchor  at  the  turn  of  tides,  and  cast  her  by 
the  helm,  and  some  sail  if  necessary,  so  as  to  keep  turns  out  of 
her  cables. 

TENON.   The  heel  of  a  mast,  made  to  fit  into  the  step. 

THICK-AND-THIN  BLOCK.  A  block  having  one  sheave  larger  than  the 
other.  Sometimes  used  for  quarter-blocks. 

THIMBLE.  An  iron  ring,  having  its  rim  concave  on  the  outside  for  a  rope 
or  strap  to  fit  snugly  round. 

THOLE-PINS.  Pins  in  the  gunwale  of  a  boat,  between  which  an  oar  rests 
when  pulling,  instead  of  a  rowlock. 

THROAT.    The  inner  end  of  a  gaff,  where  it  widens  and  hollows  in  to  fit 

the  mast.     (See  JAWS.)    Also,  the  hollow  part  of  a  knee. 
The  throat  brails,  halyards,  &c.,  are  those  that  hoist  or  haul  up 
the  gaff  or  sail  near  the  throat.     Also,  the  angle  where  the  arm 
of  an  anchor  is  joined  to  the  shank. 

THRUM.  To  stick  short  strands  of  yarn  through  a  mat  or  piece  of  can- 
vass, to  make  a  rough  surface. 

THWARTS.   The  seats  going  across  a  boat,  upon  which  the  oarsmen  sit. 

THWARTSHIPS.    (See  ATHWARTSHIPS.) 

TIDE.  To  tide  up  or  down  a  river  or  harbor,  is  to  work  up  or  down  with 
a  fair  tide  and  head  wind  or  calm,  coming  to  anchor  when  the 
tide  turns. 

TIDE-RODE.  The  situation  of  a  vessel,  at  anchor,  when  she  swings  by 
the  force  of  the  tide.  In  opposition  to  wind-rode. 

TIER.   A  range  of  casks.     Also,  the  range  of  the  fakes  of  a  cable  or 

hawser. 

The  cable  tier  is  the  place  in  a  hold  or  between  decks  where  the 
cables  are  stowed. 

TILLER.  A  bar  of  wood  or  iron,  put  into  the  head  of  the  rudder,  by  which 
the  rudder  is  moved. 

TILLER-ROPES.  Ropes  leading  from  the  tiller- head  round  the  barrel 
of  the  wheel,  by  which  a  vessel  is  steered. 

TIMBER.  A  general  term  for  all  large  pieces  of  wood  used  in  ship-build- 
ing. Also,  more  particularly,  long  pieces  of  wood  in  a  curved 
form,  bending  outward,  and  running  from  the  keel  up,  on  each 
side,  forming  the  ribs  of  a  vessel.  The  keel,  stem,  stern-posts 
and  timbers  form  a  vessel's  outer  frame.  (See  PLATE  3.) 


DICTIONARY  OF    SEA    TERMS.  127 

TIMBER-HEADS.    (See  PLATE  3.)     The  ends  of  the  timbers  that  come 

above  the  decks.     Used  for  belaying  hawsers  and  large  ropes. 
TIMENOGUY.   A  rope  carried  taut  between  different  parts  of  the  vessel, 

to  prevent  the  sheet  or  tack  of  a  course  from  getting  foul,  in 

working  ship. 
TOGGLE.   A  pin  placed  through  the  bight  or  eye  of  a  rope,  block- strap, 

or  bolt,  to  keep  it  in  its  place,  or  to  put  the  bight  or  eye  of 

another  rope  upon,  and  thus  to  secure  them  both  together. 
TOMPION.   A  bung  or  plug  placed  in  the  mouth  of  a  cannon. 
TOP.    A  platform,  placed  over  the  head  of  a  lower  mast,  resting  on  the 

trestle-trees,  to  spread  the  rigging,  and  for  the  convenience  of 

men  aloft.     (See  PLATE  1.) 
To  top  up  a  yard  or  boom,  is  to  raise  up  one  end  of  it  by  hoisting 

on  the  lift. 
TOP-BLOCK.     A  large  iron-bound  block,  hooked   into  a  bolt  under  the 

lower  cap,  and  used  for  the  top-rope  to  reeve  through  in  sending 

up  and  down  topmasts. 

TOP-LIGHT.   A  signal  lantern  carried  in  the  top. 
TOP-LINING.   A  lining  on  the  after  part  of  sails,  to  prevent  them  from 

chafing  against  the  top-rim. 
TOPMAST.    (See  PLATE  1.)     The  second  mast  above  the  deck.     Next 

above  the  lower  mast. 

TOPGALLANT  MAST.    (See  PLATE  1.)     The  third  mast  above  the  deck. 
TOP-ROPE.   The  rope  used  for  sending  topmasts  up  and  down. 
TOPSAIL.    (See  PLATE  2.)     The  second  sail  above  the  deck. 
TOPGALLANT  SAIL.    (See  PLATE  2.)     The  third  sail  above  the  deck. 
TOPPING-LIFT.   (See  PLATE  1 .)     A  lift  used  for  topping  up  the  end  of  a 

boom. 
TOP  TIMBERS.   The  highest  timbers  on  a  vessel's  side,  being  above  the 

futtocks.     (See  PLATE  3.) 
Toss.   To  throw  an  oar  out  of  the  rowlock,  and  raise  it  perpendicularly 

on  its  end,  and  lay  it  down  in  the  boat,  with  its  blade  forward. 
TOUCH.   A  sail  is  said  to  touch,  when  the  wind  strikes  the  leech  so  as 

to  shake  it  a  little. 
Luff  and  touch  her !    The  order  to  bring  the  vessel  up  and  see 

now  near  she  will  go  to  the  wind. 
Tow.   To  draw  a  vessel  along  by  means  of  a  rope. 
TRAIN-TACKLE.    The  tackle  used  for  running  guns  in  and  out. 
TRANSOMS.    (See  PLATE  3.)   Pieces  of  timber  going  acros  the  stern-post, 

to  which  they  are  bolted. 

TRANSOM-KNEES.  Knees  bolted  to  the  transoms  and  after  timbers. 
TRAVELLER.  An  iron  ring,  fitted  so  as  to  slip  up  and  down  a  rope. 
TREENAILS,  or  TRUNNELS.  Long  wooden  pins,  used  for  nailing  a  plank 

to  a  timber. 

TREND.   The  lower  end  of  the  shank  of  an  anchor,  being  the  same  dis- 
tance on  the  shank  from  the  throat  that  the  arm  measures  from 

the  throat  to  the  bill. 
TRESTLE-TREES.     Two  strong  pieces  of  timber,  placed  horizontally  and 

fore-and-aft  on  opposite  sides  of  a  mast-head,  to  support  the 

cross-trees  and  top,  and  for  the  fid  of  the  mast  above  to  rest 

upon. 
TRIATIC  STAY.     A  rope  secured  at  each  end  to  the  heads  of  the  fore  and 

main  masts,  with  thimbles  spliced  into  its  bight,  to  hook  the 

stay  tackles  to. 

TRICE.     To  haul  up  by  means  of  a  rope. 
THICK.   The  time  allotted  to  a  man  to  stand  at  the  helm. 


128  DICTIONARY   OF   SEA   TERMS. 

TRIM.   The  condition  of  a  vessel,  with  reference  to  her  cargo  and  ballast. 

A  vessel  is  trimmed  by  the  head  or  by  the  stern. 
In  ballast  trim,  is  when  she  has  only  ballast  on  board. 
Also,  to  arrange  the  sails  by  the  braces  with  reference  to  the 
wind. 

TRIP.    To  raise  an  anchor  clear  of  the  bottom. 

TRIPPING  LINE.  A  line  used  for  tripping  a  topgallant  or  royal  yard 
in  sending  it  down. 

TRUCK.  A  circular  piece  of  wood,  placed  at  the  head  of  the  highest 
mast  on  a  ship.  It  has  small  holes  or  sheaves  in  it  for  signal 
halyards  to  be  rove  through.  Also,  the  wheel  of  a  gun-carriage. 

TRUNNIONS.  The  arms  on  each  side  of  a  cannon  by  which  it  rests  upon 
the  carriage,  and  on  which,  as  an  axis,  it  is  elevated  or  depressed. 

TRUSS.  The  rope  by  which  the  centre  of  a  lower  yard  is  kept  in  toward 
the  mast. 

TRYSAIL.  A  fore-and-aft  sail,  set  with  a  boom  and  gaff,  and  hoisting  on 
a  small  mast  abaft  the  lower  mast,  called  a  trysail-mast.  This 
name  is  generally  confined  to  the  sail  so  carried  at  the  main- 
mast of  a  full-rigged  brig ;  those  carried  at  the  foremast  and  at 
the  mainmast  of  a  ship  or  bark  being  called  spencers,  and  those 
that  are  at  the  rnizzenmast  of  a  ship  or  bark,  spankers. 

TUMBLING  HOME.  Said  of  a  ship's  sides  when  they  fall  in  above  the 
bends.  The  opposite  of  wall- sided. 

TURN.   Passing  a  rope  once  or  twice  round  a  pin  or  kevel,  to  keep  it  fast. 

Also,  two  crosses  in  a  cable. 
To  turn  in  or   turn  out,  nautical  terms  for  going  to  rest  in  a  berth 

or  hammock,  and  getting  up  from  them. 

Turn  up  !    The  order  given  to  send  the  men  up  frorn  between 
decks. 

TYB.  A  rope  connected  with  a  yard,  to  the  other  end  of  which  a  tackle  is 
attached  for  hoisting. 

UNBEND.     To  cast  off  or  untie.     (See  BEND.) 

UNION.    The  upper  inner  corner  of  an  ensign.     The  rest  of  the  flag  is 

called  mejly.     The  union  of  the  U.  S.  ensign  is  a  blue  field 

with  white  stars,  and  the  Jly  is  composed  of  alternate  white  and 

red  stripes. 
Union-down.    The  situation  of  a  flag  when  it  is  hoisted  upside 

down,  bringing  the  union  down  instead  of  up.   Used  as  a  signal 

of  distress. 
Union-jack.    A  small  flag,  containing  only  the  union,  without  the 

fly,  usually  hoisted  at  the  bowsprit-cap. 
UNMOOR.     To  heave  up  one  anchor  so  that  the  vessel  may  ride  at  a 

single  anchor.     (See  MOOR.) 
UNSHIP.    (See  SHIP.) 
UVROU.    (See  EUVROU.) 

VANE.  A  fly  worn  at  the  mast-head,  made  of  feathers  or  buntine,  trav- 
ersing on  a  spindle,  to  show  the  direction  of  the  wind.  (See 
DOG  VANE.) 

VANG.  (See  PLATE  1.)  A  rope  leading  from  the  peak  of  the  gaff  of  a 
fore-and-aft  sail  to  the  rail  on  each  side,  and  used  for  steadying 
the  gaff. 

'VAST.     (See  AVAST.) 

VEER.  SAID  of  the  wind  when  it  changes.  Also,  to  slack  a  cable  and 
let  it  run  out.  (See  PAY.) 


DICTIONARY    OF    SEA    TERMS.  129 

To  veer  and  haul,  is  to  haul  and  slack  alternately  on  a  rope,  as  in 

warping,  until  the  vessel  or  boat  gets  headway. 

VIOL,  or  VOYAL.  A  larger  messenger  sometimes  used  in  weighing  ail 
anchor  by  a  capstan.  Also,  the  block  through  which  the  mes- 
senger passes. 

WAIST.     That  part  of  the  upper  deck  between  the  quarter-deck  and 

forecastle. 

Waisters.     Green  hands,  or  broken-down  seamen,  placed  in  the 
waist  of  a  man-of-war. 

WAKE.     The  track  or  path  a  ship  leaves  behind  her  in  the  water. 

WALES.  Strong  planks  in  a  vessel's  sides,  running  her  whole  length 
fore  and  aft. 

WALL.     A  knot  put  on  the  end  of  a  rope.     (See  PLATE  5  and  page  46.) 

WALL-SIDED.  A  vessel  is  wall-sided  when  her  sides  run  up  perpendicu- 
larly from  the  bends.  In  opposition  to  tumbling  home  or  jlaring 
out. 

WARD-ROOM.  The  room  in  a  vessel  of  war  in  which  the  commissioned 
officers  live. 

WARE,  or  WEAR.  To  turn  a  vessel  round,  so  that,  from  having  the  wind 
on  one  side,  you  bring  it  upon  the  other,  carrying  her  stern  round 
by  the  wind.  In  tacking,  the  same  result  is  produced  by  carry- 
ing a  vessel's  head  round  by  the  wind. 

WARP.     To  move  a  vessel  from  one  place  to  another  by  means  of  a  rope 

made  fast  to  some  fixed  object,  or  to  a  kedge. 
A  warp  is  a  rope  used  for  warping.    If  the  warp  is  bent  to  a  kedge 
which  is  let  go,  and  the  vessel  is  hove  ahead  by  the  capstan  or 
windlass,  it  would  be  called  hedging. 

WASH-BOARDS.   Light  pieces  of  board  placed  above  the  gunwale  of  a  boat. 

WATCH.  (See  page  167.)  A  division  of  time  on  board  ship.  There 
are  seven  watches  in  a  day,  reckoning  from  12  M.  round  through 
the  24  hours,  five  of  them  being  of  four  hours  each,  and  the  two 
others,  called  dog  watches,  of  two  hours  each,  viz.,  from  4  to  6, 
and  from  6  to  8,  P.  M.  (See  DOG  WATCH.)  Also,  a  certain 
portion  of  a  ship's  company,  appointed  to  stand  a  given  length 
of  time.  In  the  merchant  service  all  hands  are  divided  into  two 
watches,  larboard  and  starboard,  with  a  mate  to  command  each. 
A  buoy  is  said  to  watch  when  it  floats  on  the  surface.  . 

WATCH-AND-WATCH.     The  arrangement  by  which  the  watches  are  alter- 
nated every  other  four  hours.     In  distinction  from  keeping  all 
hands  during  one  or  more  watches.     (See  page  167  ) 
Anchor  watch,  a  small  watch  of  one  or  two  men,  kept  while  in  port. 

WATCH  HO  !  WATCH  !  The  cry  of  the  man  that  heaves  the  deep-sea- 
lead. 

WATCH-TACKLE.  (See  page  54.)  A  small  luff  purchase  with  a  short 
fall,  the  double  block  having  a  tail  to  it,  and  the  single  one  a 
hook.  Used  for  various  purposes  about  decks. 

WATER  SAIL.     A  save-all,  set  under  the  swinging-boom. 

WATER-WAYS.  Long  pieces  of  timber,  running  fore  and  aft  on  both 
sides,  connecting  the  deck  with  the  vessel's  sides.  The  scuppers 
are  made  through  them  to  let  the  water  off.  (See  PLATE  3.) 

WEAR.     (See  WARE.) 

WEATHER.  In  the  direction  from  which  the  wind  blows.  (See  WIND- 
WARD, LEE.) 

A  ship  carries  a  weather  helm  when  she  tends  to  come  up  into  the 
wind,  requiring  you  to  put  the  helm  up. 


130  DICTIONARY    OF   SEA   TERMS. 

Weather  gage.    A  vessel  has  the  weather  gage  of  another  when 

she  is  to  windward  of  her. 
A  weatherly  ship,  is  one  that  works  well  to  windward,  making  but 

little  leeway. 
WEATHER-BITT.     To  take  an  additional  turn  with  a  cable  round  the 

windlass-end. 

WEATHER  ROLL.   The  roll  which  a  ship  makes  to  windward. 
WEIGH.     To  lift  up  ;  as,  to  weigh  an  anchor  or  a  mast. 
WHEEL.     The  instrument  by  which  a  ship  is  steered ;   being  a  barrel, 

(round  which  the  tiller-ropes  go,)  and  a  wheel  with  spokes. 
WHIP.     (See  page  54.)     A  purchase  formed  by  a  rope  rove  through  a 

single  block. 
To  ichip,  is  to  hoist  by  a  whip.     Also,  to  secure  the  end  of  a  rope 

from  fagging  by  a  seizing  of  twine. 

Whip-upon-whip.     One  whip  applied  to  the  fall  of  another. 
WINCH.     A  purchase  formed  by  a  horizontal  spindle  or  shaft  with  a 

wheel  or  crank  at  the  end.     A  small  one  with  a  wheel  is  used 

for  making  ropes  or  spunyarn. 

WINDLASS.      The  machine  used  in  merchant  vessels  to  weigh  the  an- 
chor by. 
WIND-RODE.     The  situation  of  a  vessel  at  anchor  when  she  swings  and 

rides  by  the  force  of  the  wind,  instead  of  the  tide  or  current. 

(See  TIDE-RODE.) 

WING.     That  part  of  the  hold  or  between-decks  which  is  next  the  side. 
WINGERS.     Casks  stowed  in  the  wings  of  a  vessel. 
WING-AND-WING.     The  situation  of  a  fore-and-aft  vessel  when  she  is 

going  dead  before  the  wind,  with  her  foresail  hauled  over  on 

one  side  and  her  mainsail  on  the  other. 
WITHE,  or  WYTHE.     An  iron  instrument  fitted  on  the  end  of  a  boom  or 

mast,  with  a  ring  to  it,  through  which  another  boom  or  mast  is 

rigged  out  and  secured. 

WOOLD.     To  wind  a  piece  of  rope  round  a  spar,  or  other  thing. 
WORK  UP.     To  draw  the  yarns  from  old  rigging  and  make  them  into 

spunyarn,  foxes,  sennit,  &c.     Also,  a  phrase  for  keeping  a  crew 

constantly  at  work  upon  needless  matters,  and  in  all  weathers, 

and  beyond  their  usual  hours,  for  punishment. 
WORM.     (See  page  44.)     To  fill  up  between  the  lays  of  a  rope  with 

small  stuff  wound  round  spirally.     Stuff  so  wound  round  is 

called  worming. 

WRING.     To  bend  or  strain  a  mast  by  setting  the  rigging  up  too  taut. 
WRING-BOLTS.     Bolts  that  secure  the  planks  to  the  timbers. 
WRING-STAVES.     Strong  pieces  of  plank  used  with  the  wring-bolts. 

YACHT.     (Pronounced  yot.)     A  vessel  of  pleasure  or  state. 

YARD.  (See  PLATE  l.J  A  long  piece  of  timber,  tapering  slightly  toward 
the  ends,  and  hung  by  me  centre  to  a  mast,  to  spread  the  square 
sails  upon. 

YARD-ARM.     The  extremities  of  a  yard. 

YARD-ARM  AND  YARD-ARM.  The  situation  of  two  vessels,  lying  along- 
side one  another,  so  near  that  their  yard-arms  cross  or  touch. 

YARN.     (See  ROPE-YARN.) 

YAW.     The  motion  of  a  vessel  when  she  goes  off  from  her  course. 

YEOMAN.  A  man  employed  in  a  vessel  of  war  to  take  charge  of  a  store- 
room ;  as,  boatswain's  yeoman,  the  man  that  has  charge  of  the 
stores,  of  rigging,  &c. 

YOKE.  A  piece  of  wood  placed  across  the  head  of  a  boat's  rudder,  with 
a  rope  attached  to  each  end,  by  which  the  boat  is  steered. 


PART  II, 

CHAPTER    I. 

THE    MASTER. 

Beginning  of  the  voyage.  Shipping  the  crew.  Outfit.  Provisions. 
Watches.  Navigation.  Log-book.  Observations.  Working  ship. 
Day's  work.  Discipline. 

IN  the  third  part  of  this  work,  it  will  be  seen  that  the  ship- 
master is  a  person  to  whom,  both  by  the  general  marine  law 
of  all  commercial  nations  and  by  the  special  statutes  of  the 
United  States,  great  powers  are  confided,  and  upon  whom 
heavy  responsibilities  rest.  The  shipmaster  will  find  there 
what  are  his  legal  rights,  duties  and  remedies  as  to  owner, 
ship  and  crew,  and  the  various  requirements  as  to  the  papers 
with  which  he  is  to  furnish  his  ship,  and  the  observances  of 
revenue  and  other  regulations. 

It  is  proposed  to  give  here,  rather  more,  perhaps,  for  the  in- 
formation of  others  than  of  the  master  himself,  the  ordinary 
and  every-day  duties  of  his  office,  and  the  customs  which  long 
usage  has  made  almost  as  binding  as  laws. 

There  is  a  great  difference  in  different  ports,  and  among  the 
various  owners,  as  to  the  part  the  master  is  to  take  in  sup- 
plying and  manning  the  vessel.  In  many  cases,  the  owner 
puts  on  board  all  the  stores  for  the  ship's  use  and  for  the 
crew,  and  gives  the  master  particular  directions,  sometimes 
in  writing,  as  to  the  manner  in  which  he  is  to  dispense 
them.  These  directions  are  more  or  less  liberal,  according 
to  the  character  of  the  owner ;  and,  in  some  cases,  the  dis- 
pensing of  the  stores  is  left  to  the  master's  discretion.  In 
other  instances,  the  master  makes  out  an  inventory  of  all 
the  stores  he  thinks  it  expedient  to  have  put  on  board,  and 
they  are  accordingly  supplied  by  the  owner's  order. 


132  THE    MASTER. 

In  the  manner  of  shipping  the  crew,  there  is  as  great  a  dif- 
ference as  in  that  of  providing  the  stores.  Usually,  the  whole 
thing  is  left  to  shipping-masters,  who  are  paid  so  much  a 
head  for  each  of  the  crew,  and  are  responsible  for  their  ap- 
pearance on  board  at  the  time  of  sailing.  When  this  plan 
is  adopted,  neither  the  master  nor  owner,  except  by  accident, 
knows  anything  of  the  crew  before  the  vessel  goes  to  sea. 
The  shipping-master  opens  the  articles  at  his  office,  procures 
the  men,  sees  that  they  sign  in  due  form,  pays  them  their  ad- 
vance, takes  care  that  they,  or  others  in  their  place,  are  on 
board  at  the  time  of  sailing,  and  sends  in  a  bill  for  the  whole 
to  the  owner.  In  other  cases,  the  master  selects  his  crew, 
and  occasionally  the  owner  does  it,  if  he  has  been  at  sea  him- 
self and  understands  seamen ;  though  a  shipping-master  is 
still  employed,  to  see  them  on  board,  and  for  other  purposes. 
In  the  ordinary  course  of  short  voyages,  where  crews  are 
shipped  frequently,  and  there  is  not  much  motive  for  making 
a  selection,  the  procuring  a  crew  may  be  left  entirely  to  the 
agency  of  a  faithful  shipping-master ;  but  upon  long  voyages, 
the  comfort  and  success  of  which  may  depend  much  upon  the 
character  of  a  crew,  the  master  or  owner  should  interest 
himself  to  select  able-bodied  and  respectable  men,  to  explain 
to  them  the  nature  and  length  of  the  voyage  they  are  going 
upon,  what  clothing  they  will  want,  and  the  work  that  will 
be  required  of  them,  and  should  see  that  they  have  proper 
and  sufficient  accommodations  and  provisions  for  their  com- 
fort. The  master  or  owner  should  also,  though  this  duty  is 
often  neglected,  go  to  the  forecastle  and  see  that  it  is  cleaned 
oat,  whitewashed,  or  painted,  put  in  a  proper  habitable 
condition,  and  furnished  with  every  reasonable  conveni- 
ence. It  would  seem  best  that  the  master  should  have 
something  to  do  with  the  selection  of  the  provisions  for  his 
men,  as  he  will  usually  be  more  interested  in  securing  their 
good-will  and  comfort  than  the  owner  would  be. 

By  the  master  or  owner's  thus  interesting  himself  for  the 
crew,  a  great  deal  of  misunderstanding,  complaint,  and  ill- 
will  maybe  avoided,  and  the  beginning,  at  least,  of  the  voyage 
be  made  under  good  auspices. 

Unless  the  master  is  also  supercargo,  his  duties,  before  sail- 


THE    MASTER. 


133 


ing,  are  mostly  confined  to  looking  after  the  outfit  of  the  ves- 
sel, and  seeing  that  she  is  in  sea  order. 

Everything  being  in  readiness,  the  customhouse  and  other 
regulations  complied  with,  and  the  crew  on  board,  the  vessel  is 
put  under  the  charge  of  the  pilot  to  be  carried  out  clear  of  the 
land.  While  the  pilot  is  onboard,  the  master  has  little  else  to 
do  than  to  see  that  everything  is  in  order,  and  that  the  com- 
mands of  the  pilot  are  executed.  As  soon  as  the  pilot  leaves 
*the  ship,  the  entire  control  and  responsibility  is  thrown  upon 
the  master.  When  the  vessel  is  well  clear  of  the  land,  and 
things  are  put  into  some  order,  it  is  usual  for  the  master  to 
call  all  hands  aft,  and  say  something  to  them  about  the  voy- 
age upon  which  they  have  entered.  After  this,  the  crew  are 
divided  into  watches.  The  watches  are  the  divisions  of  the 
crew  into  two  equal  portions.  The  periods  of  time  occupied  by 
each  part  of  the  crew,  while  on  duty,  are  also  called  watches. 

There  are  two  watches, — the  larboard,  commanded  by  the 
chief  mate,  and  the  starboard,  by  the  second  mate.  The  mas- 
ter himself  stands  no  watch,  but  comes  and  goes  at  all  times, 
as  he  chooses.  The  starboard  is  sometimes  called  the  captain's 
watch,  probably  from  the  fact  that  in  the  early  days  of  the 
service,  when  vessels  were  smaller,  there  was  usually  but  one 
mate,  and  the  master  stood  his  own  watch ;  and  now,  in  ves- 
sels which  have  no  second  mate,  the  master  keeps  the  star- 
board watch.  In  dividing  into  watches,  the  master  usually 
allows  the  officers  to  choose  the  men,  one  by  one,  alternately; 
but  sometimes  makes  the  division  himself,  upon  consult- 
ing with  his  officers.  The  men  are  divided  as  equally  as 
possible,  with  reference  to  their  qualities  as  able  seamen,  or- 
dinary seamen,  or  boys,  (as  all  green  hands  are  called,  what- 
ever their  age  may  be ;)  but  if  the  number  is  unequal,  the 
larboard  watch  has  the  odd  one,  since  the  chief  mate  does  not 
go  aloft  and  do  other  duty  in  his  watch,  as  the  second  mate 
does  in  his.  The  cook  always  musters  with  the  larboard 
watch,  and  the  steward  with  the  starboard.  If  there  is  a  car- 
penter, and  the  larboard  watch  is  the  largest,  he  generally 
goes  aloft  with  the  starboard  watch  ;  otherwise,  with  the  lar- 
Jboard. 

As  soon  as  the  division  is  made,  if  the  day's  work  is  over, 
12 


134  THE    MASTER. 

one  watch  is  set,  and  the  other  is  sent  below.  Among  the 
numerous  customs  of  the  ocean,  which  can  hardly  be  accounted 
for,  it  is  one  that  on  the  first  night  of  the  outward  passage  the 
starboard  watch  should  take  the  first  four  hours  on  deck,  and  on 
the  first  night  of  the  homeward  passage  the  larboard  should 
do  the  same.  The  sailors  explain  this  by  the  old  phrase,  that 
the  master  takes  the  ship  out  and  the  mate  takes  her  home. 

The  master  takes  the  bearing  and  distance  of  the  last  point 
ot  departure  upon  the  land,  and  from  that  point  the  ship's* 
reckoning  begins,  and  is  regularly  kept  in  the  log-book.  The 
chief  mate  keeps  the  log-book,  but  the  master  examines  and 
corrects  the  reckoning  every  day.  The  master  also  attends 
to  the  chronometer,  and  takes  all  the  observations,  with  the 
assistance  of  his  officers,  if  necessary.  Every  day,  a  few 
minutes  before  noon,  if  there  is  any  prospect  of  being  able  to 
get  the  sun,  the  master  comes  upon  deck  with  his  quadrant  or 
sextant,  and  the  chief  mate  also  usually  takes  his.  The 
second  mate  does  not,  except  upon  a  Sunday,  or  when  there  is 
no  work  going  forward.  As  soon  as  the  sun  crosses  the  meri- 
dian, eight  bells  are  struck,  and  a  new  sea  day  begins.  The 
reckoning  is  then  corrected  by  the  observation,  under  the 
master's  superintendence. 

The  master  also  takes  the  lunar  observations,  usually  with 
the  assistance  of  both  his  officers ;  in  which  case,  the  mas- 
ter takes  the  angle  of  the  moon  with  the  star  or  sun,  the 
chief  mate  takes  the  altitude  of  the  sun  or  star,  and  the  second 
mate  the  altitude  of  the  moon. 

In  regulating  the  hours  of  duty  and  sleep,  the  meal  times, 
the  food,  &c.,  the  master  has  absolute  power;  yet  the  cus- 
toms are  very  nearly  the  same  in  all  vessels.  The  hour  of 
breakfast  is  seven  bells  in  the  morning,  (half  after  seven,) 
dinner  at  noon,  and  supper  whenever  the  day's  work  is  over. 
If  the  voyage  is  a  long  one,  the  crew  are  usually  put  upon  an 
allowance  of  bread,  beef,  and  water.  The  dispensing  of  the 
stores  and  regulating  of  the  allowance  lies,  of  course,  with 
the  master,  though  the  duty  of  opening  the  casks,  weighing, 
measuring,  &c.,  falls  upon  the  second  mate.  The  chief  mate 
enters  in  the  log-book  every  barrel  or  cask  of  provisions  that* 
is  broached.  The  steward  takes  charge  of  all  the  provisions 


THE    MASTER.  135 

for  the  use  of  the  cabin,  and  keeps  them  in  the  pantry,  over 
which  he  has  the  direct  control.  The  average  of  allowance, 
in  merchant  vessels,  is  six  pounds  of  bread  a  week,  and  three 
quarts  of  water,  and  one  pound  and  a  half  of  beef,  or  one 
and  a  quarter  of  pork,  a  day,  to  each  man. 

The  entire  control  of  the  navigation  and  working  of  the 
ship  lies  with  the  master.  He  gives  the  course  and  general 
directions  to  the  officer  of  the  watch,  who  enters  upon  a  slate, 
at  the  end  of  the  watch,  the  course  made,  and  the  number  of 
knots,  together  with  any  other  observations.  The  officer  of  the 
watch  is  at  liberty  to  trim  the  yards,  to  make  alterations  in 
the  upper  sails,  to  take  in  and  set  royals,  topgallant  sails, 
&c. ;  but  no  important  alteration  can  be  made,  as,  for  in- 
stance, reefing  a  topsail,  without  the  special  order  of  the  mas- 
ter, who,  in  such  cases,  always  comes  upon  deck  and  takes 
command  in  person.  "When  on  deck,  the  weather  side  of  the 
quarter-deck  belongs  to  him,  and  as  soon  as  he  appears,  the 
officer  of  the  watch  will  always  leave  it,  and  go  over  to  leeward, 
or  forward  into  the  waist.  If  the  alteration  to  be  made  is  slight, 
the  master  usually  tells  the  officer  to  take  in  or  set  such  a  sail, 
and  leaves  to  him  the  particular  ordering  as  to  the  braces, 
sheets,  &c.,  and  the  seeing  all  things  put  in  place.  The  prin- 
cipal manosuvres  of  the  vessel,  as  tacking,  wearing,  reefing 
topsails,  getting  under  way,  and  coming  to  anchor,  require  all 
hands.  In  these  cases,  the  master  takes  command  and  gives 
his  orders  in  person,  standing  upon  the  quarter-deck.  The 
chief  mate  superintends  the  forward  part  of  the  vessel,  under 
the  master,  and  the  second  mate  assists  in  the  waist.  The 
master  never  goes  aloft,  nor  does  any  work  with  his  hands, 
unless  for  his  own  pleasure.  If  the  officer  of  the  watch  thinks 
it  necessary  to  reef  the  topsails,  he  calls  the  master,  who,  up- 
on coming  on  deck,  takes  command,  and,  if  he  thinks  proper, 
orders  all  hands  to  be  called.  The  crew,  officers  and  all, 
then  take  their  stations,  and  await  the  orders  of  the  master, 
who  works  the  ship  in  person,  giving  all  the  commands,  even 
the  most  minute,  and  looks  out  for  trimming  the  yards  and 
laying  the  ship  for  reefing.  The  chief  mate  commands  upon 
the  forecastle,  under  the  master,  and  does  not  go  aloft.  The 
second  mate  goes  aloft  with  the  crew. 


136  THE    MASTER 

In  tacking  and  wearing,  the  master  gives  all  the  orders,  as 
to  trimming  the  yards,  &c.,  though  the  chief  mate  is  expected 
to  look  out  for  the  head  yards.  So,  in  getting  under  way,  and 
in  coming  to  anchor,  the  master  takes  the  entire  personal  con- 
trol of  everything,  the  officers  acting  under  him  in  their  several 
stations. 

In  the  ordinary  day's  work,  however,  which  is  carried  on  in 
a  vessel,  the  state  of  things  is  somewhat  different.  This  the 
master  does  not  superintend  personally;  but  gives  general 
instructions  to  the  chief  mate,  whose  duty  it  is  to  see  to  their 
execution.  To  understand  this  distinction,  the  reader  will  bear 
in  mind  that  there  are  two  great  divisions  of  duty  and  labor  on 
shipboard.  One,  the  working  and  navigating  of  the  vessel : 
that  is,  the  keeping  and  ascertaining  the  ship's  position,  and 
directing  her  course,  the  making  and  taking  in  sail,  trim- 
ming the  sails  to  the  wind,  and  the  various  nautical  manoeuvres 
and  evolutions  of  a  vessel.  The  other  branch  is,  the  work  done 
upon  the  hull  and  rigging,  to  keep  it  in  order,  such  as  the  mak- 
ing and  fitting  of  new  rigging,  lepairing  of  old,  &c. ;  all  which, 
together  with  making  of  small  stuffs  to  be  used  on  board,  con- 
stitute the  day's  work  and  jobs  of  the  crew.  As  to  the  latter, 
the  master  usually  converses  with  the  chief  mate  upon  the 
state  of  the  vessel  and  rigging,  and  tells  him,  more  or  less 
particularly,  what  he  wishes  to  have  done.  It  then  becomes 
the  duty  of  this  officer  to  see  the  thing  accomplished.  If,  for 
instance,  the  master  tells  the  chief  mate  to  stay  the  topmasts 
more  forward,  the  chief  mate  goes  upon  the  forecastle,  sets  the 
men  to  work,  one  upon  one  thing  and  another  upon  another, 
sees  that  the  stays  and  backstays  are  come  up  with,  has  tackles 
got  upon  the  rigging,  sights  the  mast,  &c.  If  the  master 
sees  anything  which  he  disapproves  of,  and  has  any  prefer- 
ences in  the  modes  of  doing  the  work,  he  should  call  the  offi- 
cer aft  and  speak  to  him ;  and  if,  instead  of  this,  he  were  to  go 
forward  and  give  orders  to  the  men,  it  would  be  considered  an 
interference,  and  indeed  an  insult  to  the  officer.  So  with  any 
other  work  doing  upon  the  ship  or  rigging,  as  rattling  down, 
turning  in  and  setting  up  rigging,  bending  and  unbending 
sails,  and  all  the  knotting,  splicing,  serving,  &c.,  and  the 
making  of  small  stuffs,  which  constitute  the  day's  work  and 


THE    MASTER.  137 

jobs  of  a  vessel.  If  the  chief  officer  is  a  competent  man,  the 
master  is  not  expected  to  trouble  himself  with  the  details  of 
any  of  these  things ;  and,  indeed,  if  he  were  to  do  so  to  a  great 
extent,  it  would  probably  lead  to  difficulty. 

Where  there  are  passengers,  as  in  regular  line  of  packet 
ships  (or,  as  they  are  familiarly  called,  liners,)  between  New 
York  and  Liverpool  or  Havre,  for  instance,  the  master  has 
even  less  to  do  with  the  day's  work ;  since  the  navigation  and 
working  of  the  ship,  with  proper  attention  to  his  passengers, 
is  as  much  as  can  reasonably  be  required  of  him. 

The  master  has  the  entire  control  of  the  cabin.  The  mates 
usually  live  in  a  state  room  by  themselves,  or,  if  they  live  in 
the  cabin,  they  yet  feel  that  the  master  is  the  head  of  the 
house,  and  are  unwilling  to  interfere  with  his  hours  and  occu- 
pations. The  chief  mate  dines  with  the  master,  and  the 
second  mate  looks  out  for  the  ship  while  they  are  below,  and 
dines  at  the  second  table.  In  the  liners  y  however,  the  mates 
usually  dine  together ;  the  master  looks  out  for  the  ship  while 
they  are  at  dinner,  and  dines  with  his  passengers  at  a  later 
hour. 

As  the  master  stands  no  watch,  he  comes  and  goes  as  he 
pleases,  and  takes  his  own  hours  for  rest.  In  fine  weather, 
he  is  not  necessarily  much  on  deck,  but  should  IDC  ready  at  all 
times,  especially  in  bad  weather,  to  be  up  at  a  moment's 
notice. 

Everything  of  importance  that  occurs,  as  the  seeing  a  sail  or 
land,  or  the  like,  must  be  immediately  reported  to  the  master, 
And  in  heaving-to  for  speaking,  the  master  takes  the  entire 
charge  of  working  the  vessel,  and  speaks  the  other  sail  in 
person. 

As  will  be  found  in  the  third  part  of  this  book,  the  master 
has  the  entire  control  of  the  discipline  of  the  ship,  and  no 
subordinate  officer  has  authority  to  punish  a  seaman,  or 
to  use  force,  without  the  master's  order,  except  in  cases  of 
necessity  not  admitting  of  delay.  He  has  also  the  complete 
direction  of  the  internal  arrangements  and  economy  of  the 
vessel,  and  upon  his  character,  and  upon  the  course  of  conduct 
he  pursues,  depend  in  a  great  measure  the  character  of  the 
ship  and  the  conduct  of  both  officers  and  men.  He  has  a 


138  THE    CHIEF    MATE. 

power  and  influence,  both  direct  and  indirect,  which  may  be 
the  means  of  much  good  or  much  evil.  If  he  is  profane,  pas- 
sionate, tyrannical,  indecent,  or  intemperate,  more  or  less  of 
the  same  qualities  will  spread  themselves  or  break  out  among 
officers  and  men,  which,  perhaps  would  have  been  checked,  if 
not  in  some  degree  removed,  had  the  head  of  the  ship  been  a 
man  of  high  personal  character.  He  may  make  his  ship  almost 
anything  he  chooses,  and  may  render  the  lives  and  duties  of 
his  officers  and  men  pleasant  and  profitable  to  them,  or  may 
introduce  disagreements,  discontent,  tyranny,  resistance,  and, 
in  fact,  make  the  situation  of  all  on  board  as  uncomfortable 
as  that  in  which  any  human  beings  can  well  be  placed. 
Every  master  of  a  vessel  who  will  lay  this  to  heart,  and  con- 
sider his  great  responsibility,  may  not  only  be  a  benefactor 
to  the  numbers  whom  the  course  of  many  years  will  bring 
under  his  command,  but  may  render  a  service  to  the  whole 
class,  and  do  much  to  raise  the  character  of  the  calling. 


CHAPTER  II. 

THE    CHIEF    MATE. 

Care  of  rigging  and  ship's  furniture.  Day's  work.  Working  ship. 
Coming  to  anchor.  Getting  under  way.  Reefing.  Furling.  Duties 
in  port.  Account  of  cargo.  Stowage.  Station.  Log-book.  Navi- 
gation. 

THE  chief  mate,  or,  as  he  is  familiarly  called  on  board  ship, 
the  mate,  is  the  active  superintending  officer.  In  the  previous 
chapter,  upon  the  duties  of  the  master,  it  will  be  seen  that,  in 
all  matters  relating  to  the  care  of  and  work  done  upon  the 
ship  and  rigging,  the  master  gives  general  orders  to  the  mate, 
who  attends  personally  to  their  execution  in  detail.  Indeed, 
in  the  day's  work  on  board  ship,  the  chief  mate  is  the  only 


THE    CHIEF    MATE.  139 

officer  who  appears  in  command.  The  second  mate  works 
like  a  common  seaman,  and  the  men  seldom  know  what  is  to 
be  done  until  they  receive  their  orders  in  detail  from  the  chief 
mate.  It  is  his  duty  to  carry  on  the  work,  to  find  every  man 
something  to  do,  and  to  see  that  it  is  done.  He  appoints  the 
second  mate  his  worlj,  as  well  as  the  common  seamen  theirs ; 
and  if  the  master  is  dissatisfied  with  anything,  or  wishes  a 
change,  he  should  speak  to  the  chief  mate,  and  let  him  make 
the  change,  and  not  interfere  with  the  men  individually.  It 
is  also  the  duty  of  this  officer  to  examine  all  parts  of  the  rig- 
ging, report  anything  of  importance  to  the  master  and  take 
his  orders,  or,  if  it  be  a  small  and  common  matter,  he  will 
have  the  repairs  or  changes  made  at  his  own  pleasure,  as  a 
thing  of  course.  He  must  also  see  that  there  is  a  supply  of 
small  stuffs  for  the  work,  and  have  them  made  up  when  neces- 
sary, and  also  that  there  are  instruments  ready  for  every 
kind  of  labor,  or  for  any  emergency.  In  bad  weather,  he 
must  have  spare  rope,  blocks,  tackles,  sennit,  earings,  &c.,  on 
hand ;  or  rather,  see  that  they  are  provided,  the  more  immediate 
care  of  these  things,  when  provided,  belonging  to  the  second 
mate. 

From  this  description  of  a  chief  mate's  duty,  it  will  be  seen 
that  he  ought  always  to  be  not  only  a  vigilant  and  active  man, 
but  also  well  acquainted  with  all  kinds  of  seaman's  work,  and 
a  good  judge  of  rigging. 

In  the  working  of  the  ship,  when  all  hands  are  called  and 
the  master  is  on  deck,  the  chief  mate's  place  is  on  the  fore- 
castle, where,  under  the  general  direction  of  the  master,  who 
never  need  leave  the  quarter-deck,  he  commands  the  forward 
part  of  the  vessel,  and  is  the  organ  of  communication  with  the 
men  aloft.  In  getting  under  way  and  coming  to  anchor,  it  is 
his  duty  to  attend  to  the  ground  tackle,  and  see  everything 
ready  forward.  The  master,  for  instance,  tells  him  to  have 
the  ship  ready  for  getting  under  way,  and  to  heave  short  on 
the  cable.  He  then  goes  forward,  orders  all  hands  to  be 
called,  sees  everything  secured  about  decks,  tackles  got  up  and 
boats  hoisted  in  and  lashed,  fish  and  cat  tackles,  pennant, 
davit,  &c.,  and  spare  hawsers  and  rope,  in  readiness,  orders 
the  men  to  the  windlass,  (the  second  mate  taking  a  handspike 


140  THE    CHIEF   MATE. 

with  the  rest,)  and  stationing  himself  between  the  knight-heads, 
looks  out  for  the  cable,  ordering  and  encouraging  the  men. 
When  the  cahle  is  hove  short,  he  informs  the  master,  and,  at 
the  word  from  him,  orders  the  men  aloft  to  loose  the  sails,  and 
gives  particular  directions  to  them  when  aloft,  as  to  the  sails, 
gaskets,  overhauling  rigging,  &c.  The  sails  being  loosed,  he 
awaits  the  order  from  the  master,  which  would  be  addressed 
to  him  rather  than  to  the  men,  and  has  the  windlass  manned 
and  the  anchor  hove  up,  giving  notice  to  the  master  as  soon 
as  it  is  a-weigh.  When  the  vessel  is  under  way,  the  master 
begins  to  take  more  immediate  control,  ordering  the  yards  to 
be  braced  and  filled,  sail  to  be  set,  and  the  like.  The  chief 
mate  also  sees  to  the  catting  and  fishing  of  the  anchors,  to 
baring  the  decks  cleared  up  and  everything  secured. 

In  coming  to  anchor,  very  nearly  the  same  duty  falls  upon 
the  chief  officer.  He  must  see  the  anchors  and  cables  ready 
for  letting  go,  the  master  ordering  how  much  chain  is  to  be 
overhauled.  He  must  look  out  that  the  boats  are  ready  for 
lowering,  the  rigging  clear  for  letting  go,  hauling  and  clewing, 
and  that  spare  hawsers,  kedges,  warps,  &c.,  are  at  hand.  If 
anything  goes  wrong  forward,  he  alone  is  looked  to  for  an 
explanation.  As  the  vessel  draws  in  toward  her  anchoring 
ground,  the  master  gives  all  the  orders  as  to  trimming  the 
yards  and  taking  in  sail;  and  at  all  times,  when  on  deck,  has 
the  entire  charge  of  the  man  at  the  helm,  it  being  the  mate's 
duty  only  to  see  that  a  good  seaman  is  there,  and  that  the 
helm  is  relieved.  As  to  the  sails,  the  master  will,  for  in- 
stance, order — "Clew  up  the  fore  and  main  topsails!"  The 
chief  mate  then  gives  the  particular  orders  as  to  lowering  and 
letting  go  the  halyards,  clewing  down  and  up,  overhauling 
rigging,  &c.  If  both  topsails  were  taken  in  at  once,  the 
second  mate  would  attend  to  the  main,  unless  the  master 
should  choose  to  look  out  for  it  himself.  All  being  ready  for 
letting  go,  the  master  gives  the  order — "  Let  go  the  anchor  !  " 
and  the  chief  mate  sees  that  it  is  done,  has  the  chain  payed 
out,  reports  how  much  is  out,  sees  that  the  buoys  watch, 
and  the  like.  In  furling  the  sails,  the  whole  superintendence 
comes  upon  the  mate,  as  the  master  would  probably  only 
tell  him  to  have  them  furled.  He  has  the  rigging  hauled  taut, 


i 


THE    CHIEF    MATE.  141 

sends  the  men  aloft,  and,  remaining  on  deck  and  forward,  he 
gives  his  orders  to  them  while  on  the  yards,  as  to  the  manner 
of  furling,  and  has  the  ropes  hauled  taut  or  let  go  on  deck, 
as  may  be  necessary. 

These  instances  may  serve  to  show  the  distinctions  be- 
tween the  duties  of  master  and  mate  in  the  principal  evolu- 
tions of  a  vessel.  While  in  port,  the  chief  mate  has  much 
more  the  control  of  the  vessel  than  when  at  sea.  As  there 
is  no  navigating  or  working  of  the  vessel  to  be  done,  the 
master  has  little  to  engage  him,  except  transactions  with 
merchants  and  others  on  shore,  arid  the  necessary  general 
directions  to  the  mate,  as  to  the  care  of  the  ship.  Beside  the 
work  upon  the  ship  and  rigging  while  in  port,  the  chief  mate 
has  the  charge  of  receiving,  discharging,  stowing  and  break- 
ing out  the  cargo.  In  this  he  has  the  entire  control,  under 
the  general  directions  of  the  master.  It  is  his  duty  to  keep  an 
account  of  all  tile  cargo,  as  it  goes  in  and  comes  out  of  the 
vessel,  and,  as  he  generally  gives  receipts,  he  is  bound  to  great 
care  and  accuracy.  When  cargo  is  coming  in  and  going  out, 
the  chief  mate  will  stand  in  the  gangway,  to  keep  an  account, 
and  the  second  mate  will  be  down  in  the  hold  with  some  of 
the  crew,  breaking  out,  or  stowing.  The  stowage,  however, 
should  still  be  somewhat  under  the  chief  mate's  directions. 
While  the  master  is  on  shore,  the  chief  mate  is  necessarily 
commander  of  the  ship,  for  the  time,  and  though  the  law  will 
extend  his  power  proportionably  for  cases  of  necessity,  yet, 
except  in  instances  which  will  not  admit  of  delay,  he  must 
not  attempt  to  exercise  any  unusual  powers,  but  should  refer 
everything  to  the  master's  decision.  It  will  be  seen,  by  the 
laws,  that  the  mate  has  no  right  to  punish  a  man  during  the 
master's  absence,  unless  it  be  a  case  in  which  delay  would 
lead  to  serious  consequences. 

While  in  port,  the  chief  mate  stands  no  watch  at  night,  but 
he  should  always  be  the  first  to  be  called  in  the  morning,  .and 
should  be  up  early  and  order  the  calling  of  all  hands.  In 
cleaning  the  ship,  as  washing  down  decks,  &c.,  which  is 
done  the  first  thing  in  the  morning,  each  mate,  while  at  sea, 
takes  charge  of  it  in  his  watch,  in  turn,  as  one  or  the  other 
has  the  morning  watch ;  but  in  port,  the  second  mate  over- 


142  THE    CHIEF    MATE. 

sees  the  washing  down  of  the  decks,  under  the  chief  mate's 
general  orders. 

"While  at  sea,  in  tacking,  wearing,  reefing  topsails,  &c.,  and 
in  every  kind  of  "  all  hands  work,"  when  the  master  is  on 
deck,  the  chief  mate's  place,  as  I  have  said,  is  forward.  To 
give  a  further  notion  of  the  manner  of  dividing  the  command, 
I  will  describe  the  evolution  of  tacking  ship.  The  master 
finds  that  the  ship  will  not  lay  her  course,  and  tells  the  chief 
mate  to  '  see  all  clear  for  stays,'  or  '  ready  about.'  Upon  this, 
the  chief  mate  goes  forward,  sends  all  hands  to  their  stations, 
and  sees  everything  clear  and  ready  on  the  forecastle.  The 
master  asks,  "  All  ready  forward  ? "  and  being  answered, 
"Ay,  ay,  sir ! "  motions  the  man  at  the  helm  to  put  the  wheel 
down,  and  calls  out,  "  Helm 's  a-lee  !  "  The  mate,  answering 
immediately,  "  Helm 's  a-lee,"  to  let  the  master  know  he  is 
heard  and  understood,  sees  that  the  head  sheets  are  let  go.  At 
"Raise  tacks  and  sheets !"  from  the  master,  the  mate,  and  the 
men  with  him,  let  go  the  fore  tack,  while  he  looks  after  the  over- 
hauling of  the  other  tack  and  sheet.  He  also  sees  to  letting 
go  the  bo\vlines  for  "  Let  go  and  haul,"  and  to  getting  down  the 
head  sheets  when  the  ship  is  about,  and  trims  the  head  yards, 
calling  out  to  the  men  at  the  braces  the  usual  orders,  "  Well 
the  fore  yard  !"  "  Topsail  yard,  a  small  pull !  "  "  Topgallant 
yard,  well ! "  &c.  The  master  usually  trims  the  after  yards. 

In  reefing  topsails,  the  chief  mate  should  not  go  aloft,  but 
should  keep  his  place  forward,  and  look  out  for  the  men  on  the 
yards.  I  am  aware  that  it  has  been  the  custom  in  some  classes 
of  vessels,  as  in  the  New  York  liners,  for  the  chief  mate  to  take 
the  weather  earing  of  a  course,  especially  if  a  topsail  or  the 
other  course  were  reefing  at  the  same  time ;  yet  this  practice 
has  never  generally  prevailed,  and  is  now  going  out  of  date. 
I  think  I  may  say  it  is  the  opinion  of  all,  masters,  officers, 
and  men,  that  it  is  better  for  the  chief  mate  to  remain  on 
deck.  There  is  always  a  good  deal  to  be  looked  after,  ropes 
to  be  let  go  or  hauled,  rigging  to  be  cleared,  and  the  like, 
beside  the  importance  of  having  some  one  to  oversee  the  men 
on  the  different  yards ;  which  the  mate,  standing  at  a  little 
distance,  can  easily  do.  He  is  also  the  organ  of  communica- 
tion between  the  yards  and  the  deck,  and  can  look  after  the 


THE    CHIEF   MATE.  143 

reefing  to  more  advantage  than  the  master  can  upon  the  quar- 
ter-deck, where  he  must* stay  to  watch  the  helm  and  sails. 

The  chief  mate  is  not  required  to  work  with  his  hands,  like 
the  second  mate  and  the  seamen.  He  will,  of  course,  let  go 
and  belay  ropes,  and  occasionally  pull  and  haul  with  the  men 
when  working  ship ;  but  if  there  is  much  work  to  be  done,  his 
time  and  attention  are  sufficiently  taken  up  with  superintend- 
ing and  giving  orders. 

As  to  his  duties  as  a  watch-officer,  it  will  be  necessary  to 
repeat  the  explanations  partly  given  in  the  chapter  upon  the 
master's  duties.  The  crew  are  divided  equally  into  two  watch- 
es, the  larboard  and  starboard ;  the  larboard  commanded  by 
the  chief  mate,  and  the  starboard  by  the  second  mate.  These 
watches  divide  the  day  between  them,  being  on  and  off  duty 
every  other  four  hours.  This  is  the  theory  of  the  time,  but  in 
fact,  in  nearly  all  merchant  vessels,  all  hands  are  kept  on 
deck  and  at  work  throughout  the  afternoon,  from  one  o'clock 
until  sundown ;  and  sometimes,  if  there  is  a  great  deal  to  be 
done,  as  immediately  before  making  port,  or  after  an  accident, 
all  hands  may  be  kept  throughout  the  day.  This  is,  however, 
justly  considered  hard  usage,  if  long  continued,  since  it  gives 
the  men  but  little  time  for  sleep,  and  none  for  reading,  or  taking 
care  of  their  clothes.  Although  all  hands  may  be  on  deck  and  at 
work  during  a  day  or  a  half  day,  yet  the  division  of  time  is 
still  kept  up.  For  instance,  if  it  is  the  mate's  watch  from  8 
A.  M.  to  12;  although  all  hands  should  be  up  from  12  to  5  or 
6,  yet  from  12  to  4  the  starboard  watch  would  be  considered  as 
'  the  watch  on  deck,'  and  the  larboard  again  after  4 ;  and  so 
on ;  and  during  those  hours  the  wheel  will  always  be  taken 
by  men  belonging  to  the  watch  on  deck,  and  if  any  particular 
duty  is  ordered  to  be  done  by  '  the  watch,'  that  watch  which 
has  a  man  at  the  helm,  and  which  would  have  been  the  only 
one  on  deck  had  not  all  hands  been  kept,  would  do  the  duty. 
But  though  this  division  is  kept  up  as  to  the  crew  and  the 
helmsman,  it  is  not  so  as  to  the  officers;  for  when  all 
hands  are  on  deck,  the  chief  mate  is  always  the  officer  in 
command,  to  whichever  watch  the  hour  may  properly  belong. 
He  accordingly  looks  out  for  the  ship,  takes  in  and  makes  sail, 
and  trims  the  yards,  when  all  hands  are  on  deck  at  work, 


144  THE    CHIEF    MATE. 

as  much  in  the  hours  of  one  watch  as  in  those  of  the  other, 
and  he  generally  calls  upon  the  men  of  either  watch  indiffer- 
ently to  pull  and  haul.  But  if  only  the  starboard  watch  is 
on  deck,  though  the  chief  mate  should  be  on  deck  also,  yet  he 
will  not  interfere  with  the  duties  of  that  watch,  but  would 
leave  the  command  of  the  vessel,  and  the  weather  side  of  the 
quarter-deck,  to  the  second  mate.  Of  course,  whenever  the 
master  comes  on  deck,  as  I  have  said,  in  whosever  watch  it 
may  be,  or  if  all  hands  are  up,  he  takes  the  weather  side  of 
the  quarter-deck,  and  is  considered  as  having  charge  of  the 
ship ;  and  the  officer  of  the  watch  would  then  give  no  order 
with  reference  to  the  helm,  trimming  the  yards,  making  sail, 
or  the  like,  without  a  direction  from  the  master. 

It  will  be  necessary  to  make  some  explanations  as  to  the 
stations  of  the  chief  and  second  mate.  I  have  said  that  when 
all  hands  are  called,  the  chief  mate's  place  is  the  forecastle, 
and  the  second  mate's  amidships,  or  at  the  braces  on  the 
quarter-deck.  This  is  only  in  working  ship  with  all  hands ; 
that  is,  in  tacking,  wearing,  reefing,  coming  to  anchor,  getting 
under  way,  &c.  "Whenever  the  work  is  done,  and  the  ne- 
cessity for  the  officers'  presence  at  these  parts  of  the  vessel 
ceases,  they  return  to  their  proper  places  on  the  quarter-deck. 
In  a  man-of-war  there  is  always  a  lieutenant  of  the  watch  on 
the  weather  side  of  the  quarter-deck,  whatever  work  may  be 
going  forward,  except  in  the  single  case  of  all  hands  being 
called  to  work  ship ;  but  it  is  not  so  in  the  merchant  service. 
When  the  ordinary  day's  work  is  going  forward,  the  mates 
must  be  about  the  decks  or  aloft,  like  the  petty  officers  of  a 
man-of-war  ;  and  it  is  only  while  no  work  is  going  forward, 
as  in  bad  weather,  on  Sundays,  or  at  night,  that  the  officer  of 
the  watch  keeps  the  quarter-deck.  At  these  times  he  does  so, 
and,  if  the  master  is  not  on  deck,  does  not  leave  it,  except  for  a 
short  time,  and  for  some  necessary  duty  forward. 

It  will  be  seen  in  the  third  part  of  this  book,  that  the  law 
looks  upon  the  chief  mate  as  standing  in  a  different  relation  to 
the  master  from  that  of  the  second  mate  or  the  men.  He  is 
considered  a  confidential  person,  to  whom  the  owners,  ship- 
pers and  insurers  look,  in  some  measure,  for  special  duties 
and  qualifications.  The  master,  therefore,  cannot  remove  him 


THE   CHIEF   MATE.  145 

from  office,  except  under  very  peculiar  circumstances,  and 
then  must  be  able  to  prove  a  justifiable  cause.  One  of  these 
duties  which  the  law  throws  upon  him,  is  keeping  the  log- 
book. This  is  a  very  important  trust,  as  the  log-book  is  the 
depository  of  the  evidence  of  everything  that  may  occur  during 
the  voyage ;  an4  the  position  of  the  ship,  the  sail  she  was 
under,  the  wind,  &c.,  at  any  one  moment,  may  become  matters 
of  great  consequence  to  all  concerned.  So  it  is  with  reference 
to  anything  that  may  occur  between  the  master  or  officers  and 
the  crew.  As  to  the  manner  of  keeping  the  log,  it  is  the  cus- 
tom for  each  officer  at  the  end  of  his  watch  to  enter  upon  the 
log-slate,  which  usually  lies  on  the  cabin  table,  the  courses, 
distances,  wind  and  weather  during  his  watch,  and  anything 
worthy  of  note  that  may  have  occurred.  Once  in  twenty-four 
hours  the  mate  copies  from  this  slate  into  the  log-book ;  the 
master,  however,  first  seeing  the  slate,  examining  it,  and 
making  any  corrections  or  observations  he  may  choose.  This 
practice  of  copying  from  the  slate,  which  is  first  submitted  to 
the  master,  has  led,  in  too  many  instances,  to  the  mate's  be- 
coming the  mere  clerk  of  the  master,  to  enter  on  the  log-book 
whatever  the  latter  may  dictate.  This  is  wrong.  It  is  very 
proper  that  the  master  should  examine  the  slate,  and  suggest 
alterations  as  to  the  ship's  reckoning,  &c.,  if  necessary,  but  it 
is  important  to  all  concerned,  both  to  the  owners,  shippers  and 
insurers,  on  shore,  and  the  crew  of  the  vessel,  that  the  inde- 
pendence of  the  mate,  as  the  journalist  of  the  voyage,  should 
be  preserved.  The  master,  from  the  power  of  his  office,  can 
at  all  times  make  the  situation  of  a  mate  who  has  displeased 
him  extremely  disagreeable,  and  from  this  cause  has  great 
indirect  influence  over  him ;  the  law  and  the  custom  should 
therefore  be  strictly  adhered  to  which  rightly  make  the  chief 
officer,  in  this  respect,  in  a  manner  the  umpire  between  the 
master  and  the  crew,  as  well  as  between  all  on  board  and  the 
parties  interested  on  shore. 

The  law  also  makes  the  chief  mate  the  successor  to  the 
aaster,  in  case  the  latter  should  die,  or  be  unable  to  perform 
the  duties  of  his  office ;  and  this  without  any  action  on  the  part 
of  the  crew.     It  is  always  important,  therefore,  that,  to  the 
practical  seamanship  and  activity  necessary  for  the  discharge 
13 


146  THE    SECOND    MATE. 

of  the  proper  duties  of  his  office,  the  mate  should  add  a  suffi- 
cient knowledge  of  navigation  to  be  ahle  to  carry  the  ship  on 
her  voyage  in  case  anything  should  happen  to  the  master.  In- 
deed, it  has  been  doubted  whether  a  vessel  of  the  largest  class, 
upon  a  long  voyage,  would  be  seaworthy  with  no  navigator  on 
board  but  the  master. 

Both  the  chief  and  second  mates  are  always  addressed  by 
their  surnames,  with  Mr.  prefixed,  and  are  answered  with  the 
addition  of  Sir.  This  is  a  requirement  of  ship's  duty,  and  an 
intentional  omission  of  it  is  an  offence  against  the  rules  and 
understanding  of  the  service. 


CHAPTER    III. 

SECOND   AND  THIRD  MATES. 

SECOND  MATE. — Navigation.     Station.  Watch  duties.     Day's  work. 

Working  ship.     Reefing.     Furling.  Duties  aloft.     Care  of  ship's 

furniture.     Stores.     Duties  in  port. 

THIRD  MATE.— Working  ship.     Pay's  work.     Duties  aloft— in  port. 

Boating.     Stores. 

THE  duties  of  the  second  mate  are,  to  command  the  star- 
board watch  when  the  master  is  not  on  deck,  and  to  lead  the 
crew  in  their  work.  It  is  not  necessary  that  he  should  be  a 
navigator,  or  even  be  able  to  keep  a  journal,  though  he  should 
know  enough  of  navigation  to  keep  the  courses  and  distances 
during  his  watch,  and  to  report  them  correctly  on  the  slate. 
There  are  also  many  advantages  in  his  being  acquainted  with 
navigation  and  able  to  keep  the  log,  as,  in  case  of  the  chief  mate's 
meeting  with  any  accident,  or  being  removed  from  office.  The 
second  mate,  however,  does  not,  by  law,  necessarily  succeed  to 
the  office  of  chief  mate,  as  the  chief  mate  does  to  that  of  master ; 
but  it  lies  with  the  master  for  the  time  being  to  appoint  whom 
he  chooses  to  the  office  of  chief  mate :  yet,  if  the  second  mate 


THE    SECOND    MATE.  147 

is  capable  of  performing  the  duties  of  the  office,  he  would 
ordinarily  be  appointed,  as  a  matter  of  course. 

When  the  starboard  watch  alone  is  on  deck,  and  the  master 
is  below,  the  second  mate  has  charge  of  the  ship.  When  both 
watches  are  on  deck,  the  chief  mate  is  officer  of  the  deck,  to 
whichever  watch  the  time  may  belong,  according  to  the  divi- 
sion of  the  hours.  When  the  master  is  on  deck,  he  commands, 
in  one  watch  as  well  as  in  the  other.  But  the  second  mate 
does  not  give  up  the  charge  of  the  vessel  to  the  chief  mate,  if 
he  should  happen  to  be  on  deck  during  the  starboard  watch, 
unless  all  hands  are  up.  While  he  has  charge  of  the  vessel  in 
his  watch,  his  duties  are  the  common  ones  of  a  watch  officer ; 
that  is,  to  have  an  eye  to  the  helm,  watch  the  weather,  keep 
a  general  lookout  round  the  horizon,  see  to  the  trimming  of 
the  yards  and  making  and  taking  in  of  the  light  sails,  give  the 
master  notice  of  anything  important  that  occurs,  heave  the 
log  and  keep  an  account  of  the  winds,  courses,  rate  of  sailing, 
&c.,  and  enter  the  same  on  the  slate  at  the  end  of  the  watch. 
In  these  things  the  c&ef  mate  has  no  right  to  interfere,  when 
it  is  not  his  watch  on  deck.  But  in  all  matters  connected 
with  the  day's  work  and  jobs,  the  second  mate  acts  under  the 
chief  mate  in  his  own  watch,  as  that  department  belongs  pe- 
culiarly to  the  chief  mate.  In  working  days,  when  the  crew 
are  employed  about  the  ship  and  rigging,  it  is  usual  for  the 
chief  mate  to  tell  the  second  mate  what  to  do  in  his  watch, 
and  sometimes  he  remains  on  deck  a  few  minutes  to  see  to  the 
commencement  of  the  work.  And  while  day's  work  is  going  for- 
ward, during  the  time  that  the  chief  mate  has  a  watch  below,  as 
the  second  mate  is  expected  to  do  jobs  like  a  common  seaman, 
it  is  the  custom  for  the  master  to  be  on  deck  a  good  deal  in  the 
starboard  watch  and  look  after  the  vessel.  While  work  is 
going  forward,  the  second  mate  is  about  decks  and  aloft ;  but 
at  other  times,  as  at  night,  or  on  Sunday,  or  during  bad 
weather,  when  day's  work  cannot  be  kept  up,  his  place  is  on 
the  quarter-deck  ;  though  still,  he  leaves  it  whenever  anything 
is  to  be  done  forward  or  aloft  which  requires  the  presence  of  a 
whole  watch,  as,  setting  or  taking  in  a  lower  or  topmast  stud- 
ding-sail, or  any  of  the  heavy  sails. 

When  all  hands  are  called  to  work  ship,  as  in  reefing,  tack- 


148  THE    SECOND    MATE. 

ing,  wearing,  getting  under  way,  coming  to  anchor,  &c.,  the 
second  mate's  place  is  aft,  at  the  fore  and  main  braces  and 
main  and  mizzen  rigging ;  and  generally,  in  all  ship's  duty, 
the  chief  mate  and  larboard  watch  belong  forward,  and  the 
second  mate  and  starboard  watch  aft.  In  tacking  ship,  the 
second  mate  looks  out  for  the  lee  fore  and  main  braces,  sees  them 
belayed  to  one  pin  and  clear  for  letting  go,  lets  go  the  main 
braces  at  "  Mainsail  haul ! "  and  the  fore  at  "  Let  go  and  haul ! " 
He  also  steadies  the  weather  braces  as  the  yards  come  up.  He 
then  sees  to  getting  down  the  main  tack,  hauling  out  the  main 
and  mizzen  bowlines,  hauling  aft  the  main  sheet,  and,  in 
short,  has  charge  of  all  the  duty  to  be  done  upon  the  quarter- 
deck and  in  the  waist. 

In  getting  under  way,  the  second  mate  takes  a  handspike  at 
the  windlass  with  the  men,  the  place  which  custom  has 
assigned  him  being  the  windlass-end.  If  anything  is  to  be 
done  with  the  braces  while  the  men  are  heaving  at  the 
windlass,  it  is  his  duty  to  attend  to  it,  as  the  chief  mate 
must  be  looking  out  for  the  ground  tackle. 

In  reefing,  the  second  mate  goes  aloft  with  the  men,  and 
takes  his  place  at  the  weather  earing.  This  is  his  proper 
duty,  and  he  will  never  give  it  up,  unless  he  is  a  youngster, 
and  not  strong  enough  or  sufficiently  experienced  to  lead  the 
men  on  the  yard.  As  soon  as  the  order  is  given  to  clew  down 
for  reefing,  and  the  halyards  are  let  go,  if  there  are  hands 
enough  to  haul  out  the  reef-tackles,  he  should  go  aloft,  see  that 
the  yard  is  well  down  by  the  lifts,  and  then  lay  out  to  the 
weather  yard-arm,  and  get  his  earing  rove  by  the  time  the  men 
are  upon  the  yard.  He  then  hauls  it  out  and  makes  fast.  If 
both  topsails  are  reefed  at  once,  he  goes  to  the  main ;  but  if  one 
sail  is  reefed  at  a  time,  he  goes  with  the  men  from  one  to  the 
other,  taking  the  weather  earing  of  each.  He  also  goes  aloft 
to  reef  a  course,  and  takes  the  weather  earing  of  that,  in  the 
same  manner.  He  is  not  expected  to  go  upon  the  mizzen  top- 
sail yard,  as  the  mizzen  topsail  is  a  small  sail,  and  can  be 
reefed  by  a  few  men,  or  by  the  light  hands. 

In  furling  sails,  the  second  mate  goes  aloft  to  the  topsails 
and  courses,  and  takes  the  bunt,  as  that  is  the  most  important 
place  in  that  duty.  He  is  not  expected  to  go  upon  the  mizzen 


THE    SECOND    MATE.  149 

topsail  yard  for  any  service,  and  though  in  bad  weather,  and  in 
case  of  necessity,  he  would  do  so,  yet  it  would  be  out  of  the 
usual  course.  He  might  also,  in  heavy  weather,  assist  in  fur- 
ling a  large  jib,  or  in  taking  the  bonnet  off;  but  he  never  furls  a 
topgallantsail,  royal,  or  flying  jib.  In  short,  the  fore  or  main 
topsail  and  the  courses  are  the  only  sails  which  the  second  mate 
is  expected  to  handle,  either  in  reefing  or  furling.  .And,  as  I 
said  before,  if  the  sails  are  reefed  or  furled  by  the  watch,  he 
leads  the  starboard  watch  on  the  main  and  maintopsail  yards, 
and  the  best  man  in  the  larboard  watch  leads  them  at  the 
fore. 

Although  the  proper  place  for  the  second  mate  on  a  yard,  is 
the  bunt  in  furling,  and  the  weather  earing  in  reefing,  and  it  is 
the  custom  to  give  him  a  chance  at  them  at  first,  yet  he  can- 
not retain  them  by  virtue  of  his  office ;  and  if  he  has  not  the 
necessary  strength  or  skill  for  the  stations,  it  is  no  breach  of  • 
duty  in  a  seaman  to  take  them  from  him ;  on  the  .contrary,  he 
must  always  expect,  in  such  a  case,  to  give  them  up  to  a  smarter 
man.  If  the  second  mate  is  a  youngster,  as  is  sometimes 
the  case,  being  put  forward  early  for  the  sake  of  promotion,  or 
if  he  is  not  active  and  ambitious,  he  will  not  attempt  to  take 
the  bunt  or  weather  earing. 

In  the  ordinary  day's  work  done  on  shipboard,  the  second 
mate  works  with  his  hands  like  a  common  seaman.  Indeed, 
he  ought  to  be  the  best  workman  on  board,  and  to  be  able  to 
take  upon  himself  the  nicest  and  most  difficult  jobs,  or  to 
show  the  men  how  to  do  them.  Among  the  various  pieces  of 
work  constantly  going  forward  on  the  vessel  and  rigging,  there 
are  some  that  require  more  skill  and  are  less  disagreeable 
than  others.  The  assignment  of  all  the  work  belongs  to  the 
chief  mate,  and  if  the  second  mate  is  a  good  seaman,  (by  which 
sailors  generally  understand  a  good  workman  upon  rigging,) 
he  will  have  the  best  and  most  important  of  these  allotted  to 
him;  as,  for  instance,  fitting,  turning  in  and  setting  up  rig- 
ging, rattling  down,  and  making  the  neater  straps,  coverings, 
graftings,  pointings,  &c. ;  but  if  he  is  not  a  good  workman,  he 
will  have  to  employ  himself  upon  the  inferior  jobs,  such  as  are 
usually  assigned  to  ordinary  seamen  and  boys.  Whatever 
may  be  his  capacity,  however,  he  *  carries  on  the  work,'  when 
13* 


150  THE    SECOND    MATE. 

his  watch  alone  is  on  deck,  under  directions  previously  re- 
ceived from  the  chief  mate. 

It  is  a  common  saying  among  seamen  that  a  man  does  not 
get  his  hands  out  of  the  tar  bucket  by  becoming  second  mate. 
The  meaning  of  this  is,  that  as  a  great  deal  of  tar  is  used  in 
working  upon  rigging,  and  it  is  always  put  on  by  hand,  the 
second  mate  is  expected  to  put  his  hands  to  it  as  the  others  do. 
If  the  chief  mate  were  to  take  hold  upon  a  piece  of  work,  and 
it  should  be  necessary  to  put  any  tar  on  it,  he  might  call 
some  one  to  tar  it  for  him,  as  all  labor  by  hand  is  voluntary 
with  him ;  but  the  second  mate  would  be  expected  to  do  it  for 
himself,  as  a  part  of  his  work.  These  matters,  small  in  them- 
selves, serve  to  show  the  different  lights  in  which  the  duties  of 
the  officers  are  regarded  by  all  sea-faring  men.  There  are, 
however,  some  inferior  services,  such  as  slushing  down  masts, 
sweeping  decks,  &c.,  which  the  second  mate  takes  no  part  in ; 
and  if  he  were  ordered  to  do  so,  it  would  be  considered  as  pun- 
ishment, and  might  lead  to  a  difficulty. 

In  working  ship,  making  and  taking  in  sail,  &c.,  the  second 
mate  pulls  and  hauls  about  decks  with  the  rest  of  the  men. 
Indeed,  in  all  the  work  he  is  expected  to  join  in,  he  should  be 
the  first  man  to  take  hold,  both  leading  the  men  and  working 
himself.  In  one  thing,  however,  he  differs  from  the  seamen ; 
that  is,  he  never  takes  the  helm.  Neither  master  nor  mates 
ever  take  the  wheel,  but  it  is  left  to  the  men,  who  steer  the 
vessel  under  the  direction  of  the  master  or  officer  of  the  deck. 
He  is  also  not  expected  to  go  aloft  to  reeve  and  unreeve  rig- 
ging, or  rig  in  and  out  booms,  when  making  or  taking  in 
sail,  if  there  are  men  enough ;  but,  as  I  have  said,  under  ordi- 
nary circumstances,  only  goes  aloft  to  reef  or  furl  a  topsail 
or  course.  In  case,  however,  of  any  accident,  as  carrying 
away  a  mast  or  yard,  or  if  any  unusual  work  is  going  on  aloft, 
as  the  sending  up  or  down  of  topmasts  or  topsail  yards,  or  get- 
ting rigging  over  the  mast-head,  sending  down  or  bending  a 
heavy  sail  in  a  gale  of  wind,  or  the  like,  then  the  second  mate 
should  be  aloft  to  take  charge  of  the  work  there,  and  to  be  the 
organ  of  communication  between  the  men  aloft  and  the  chief 
mate,  who  should  remain  on  deck,  since  he  must  superintend 
everything  fore  and  aft,  as  well  as  a-low  and  aloft.  Sending 


THE   SECOND   MATE  151 

up  or  down  royal  and  topgallant  yards,  oeing  light  work  and 
done  by  one  or  two  hands,  does  not  call  the  second  mate  aloft ; 
but  if  the  topgallant  masts  are  to  be  sent  down,  or  a  jib-boom 
rigged  in  in  bad  weather,  or  any  other  work  going  on  aloft  of 
unusual  importance  or  difficulty,  the  second  mate  should  be 
there  with  the  men,  leading  them  in  the  work,  and  communi- 
cating with,  and  receiving  the  orders  from  the  deck. 

During  his  own  watch,  if  the  master  is  not  on  deck,  the 
second  mate  commands  the  ship,  gives  his  orders  and  sees  to 
their  execution,  precisely  as  the  chief  mate  does  in  his ;  but, 
at  the  same  time,  he  is  expected  to  lend  a  hand  at  every  "  all- 
hands  rope." 

There  is  another  important  part  of  the  duties  of  a  second 
mate  ;  which  is,  the  care  of  the  spare  rigging,  blocks,  sails,  and 
small  stuffs,  and  of  the  instruments  for  working  upon  rigging, 
as,  marlinspikes,  heavers,  serving-boards,  &c.  It  is  the  duty 
of  the  chief  mate,  as  superintendent  of  the  work,  to  see  that 
these  are  on  board,  and  to  provide  a  constant  supply  of  such 
as  are  made  at  sea ;  but  when  provided,  it  is  the  second  mate's 
duty  to  look  after  them,  to  see  them  properly  stowed  away, 
and  to  have  them  at  hand  whenever  they  are  called  for.  If, 
for  instance,  the  chief  mate  orders  a  man  to  do  a  piece  of  work 
with  certain  instruments  and  certain  kinds  of  stuff,  the  man 
will  go  to  the  second  mate  for  them,  and  he  must  supply  him. 
If  there  is  no  sailmaker  on  board,  the  second  mate  must  also 
attend  to  the  stowing  away  of  the  spare  sails,  and  whenever 
one  is  called  for,  it  is  his  duty  to  go  below  and  find  it.  So 
with  blocks,  spare  rigging,  strands  of  yarns,  and  any  part  of 
a  vessel's  furniture,  which  an  accident  or  emergency,  as  well 
as  the  ordinary  course  of  duty,  may  bring  into  play. 

So,  also,  with  the  stores.  It  is  his  duty  to  see  to  the  stow- 
ing away  of  the  water,  bread,  beef,  pork,  and  all  the  provisions 
of  the  vessel ;  and  whenever  a  new  cask  or  barrel  of  water  or 
provisions  is  to  be  opened,  the  second  mate  must  do  it.  In- 
deed, the  crew  should  never  be  sent  into  the  hold  or  steerage, 
or  to  any  part  where  there  is  cargo  or  stores,  without  an  officer. 
He  also  measures  out  the  allowance  to  the  men,  at  the  rate 
ordered  by  the  master.  These  latter  duties,  of  getting  out 
the  stores  and  weighing  or  measuring  the  allowance,  fall 


152  THIRD    MATE. 

upon  the  third  mate,  if  there  is  one,  which  is  seldom  the  case 
in  merchant  vessels. 

While  in  port,  when  cargo  is  taking  in  or  discharging,  the 
second  mate's  place  is  in  the  hold ;  the  chief  mate  standing  at 
the  gangway,  to  keep  account,  and  to  have  a  general  supervi- 
sion. If  the  vessel  is  lying  at  anchor,  so  that  the  cargo  has  to 
be  brought  on  or  off  in  boats,  then  the  boating  duty  falls  upon 
the  second  mate,  who  goes  and  comes  in  the  boats,  and  looks 
after  the  landing  and  taking  off  of  the  goods.  The  chief  mate 
seldom  leaves  the  vessel  when  in  port.  The  master  is  neces- 
sarily on  shore  a  good  deal,  and  the  second  mate  must  come 
and  go  in  the  boats,  so  that  the  chief  mate  is  considered  as 
the  ship-keeper.  So,  if  a  warp  or  kedge  is  to  be  carried  out, 
or  a  boat  is  lowered  at  sea,  as  in  boarding  another  vessel,  or 
when  a  man  has  fallen  overboard,  in  all  such  cases  the  second 
mate  should  take  charge  of  the  boat. 

When  in  port,  the  second  mate  stands  no  anchor  watch,  but 
is  expected  to  be  on  deck  until  eight  o'clock,  which  is  the  hour 
at  which  the  watch  is  usually  set.  If,  however,  the  ship  is 
short-handed,  he  would  stand  his  watch ;  in  which  case  it 
would  probably  be  either  the  first  or  the  morning  watch. 

The  second  mate  lives  aft,  sleeping  in  the  cabin,  if  there  are 
no  passengers,  or  else  in  a  state  room  in  the  steerage.  He 
also  eats  in  the  cabin,  but  at  a  second  table,  taking  charge  of 
the  vessel  while  the  master  and  chief  mate  are  at  their  meals. 
In  packet  ships  the  two  mates  generally  eat  together,  by 
themselves,  at  an  earlier  hour  than  the  master  and  passengers. 

THIRD  MATE. — Merchant  vessels  bound  on  long  voyages, 
upon  which  there  are  many  vicissitudes  to  be  anticipated,  some- 
times carry  a  third  mate ;  but  this  is  unusual ;  so  much  so, 
that  his  duties  have  hardly  become  settled  by  custom.  He 
does  not  command  a  watch,  but  belongs  to  the  larboard  watch, 
and  assists  the  chief  mate  in  his  duties.  He  goes  aloft  with 
the  larboard  watch  to  reef  and  furl,  as  the  second  mate  does 
with  the  starboard,  and  performs  very  nearly  the  same  duties 
aloft  and  about  decks.  If  he  is  a  good  seaman,  he  will  take 
the  earing  and  bunt  on  the  head  yards,  as  the  second  mate 
does  on  the  after  yards ;  and  in  the  allotment  of  work  he  will 
be  favored  with  the  most  important  jobs,  if  a  good  workman, 


THIRD   MATE. — CARPENTER.  153 

otherwise,  he  will  be  put  upon  the  work  of  an  ordinary  sea- 
man. He  is  not  expected  to  handle  the  light  sails.  He  stands 
no  helm,  lives  aft,  and  will  look  out  for  the  vessel  at  meal- 
times, if  the  second  mate  dines  with  the  master  and  chief 
mate.  While  in  port,  he  will  be  in  the  hold  or  in  the  boats, 
as  he  may  be  needed,  thus  dividing  the  labor  with  the  second 
mate.  Perhaps  his  place  would  more  properly  be  in  the 
boats,  as  that  is  considered  more  in  the  light  of  fatigue  duty. 
He  also  relieves  the  second  mate  of  the  charge  of  the  stores, 
and  sees  to  the  weighing  and  measuring  of  the  allowances ; 
and  in  his  watch  on  deck,  he  relieves  the  chief  mate  of  the  in- 
ferior parts  of  his  duty,  such  as  washing  decks  in  the  morning, 
and  looking  after  the  boys  in  clearing  up  the  decks  at  night. 


CHAPTER   IV. 

CARPENTER,    COOK,    STEWARD,    &C. 

CARPENTER. — Working  ship.  Seaman's  work.  Helm.  Duty  aloft. 
Work  at  his  trade.  Station.  Berth  and  mess.  Standing  watch. 

SAILMAKER. — Seaman's  work.  Work  at  trade.  Duty  aloft.  Standing 
watch.  Berth  and  mess.  Station. 

STEWARD. — Duty  in  passenger-ships.  Care  of  cabin-table— passengers. 
In  other  vessels1— Master — mate.  Aloft.  About  decks.  Working  ship. 

SOOK. — Berth.  Standing  watch.  Care  of  galley  and  furniture.  Work- 
ing ship.  Duty  aloft. 

CARPENTER. — Almost  every  merchant  vessel  of  a  large 
class,  or  bound  upon  a  long  voyage,  carries  a  carpenter.  His 
duty  is  to  work  at  his  trade  under  the  direction  of  the  master, 
nd  to  assist  in  all-hands  work  according  to  his  ability.  He 
is  stationed  with  the  larboard  or  starboard  watch,  as  he  may 
be  needed,  though,  if  there  is  no  third  mate,  usually  with  the 
larboard.  In  working  ship,  if  he  is  an  able  seaman,  (as  well 
as  carpenter,)  he  will  be  put  in  some  more  important  place,  as 
looking  after  the  main  tack  and  bowlines,  or  working  the 
forecastle  with  the  mate ;  and  if  capable  of  leading  his  watch 


154  CARPENTER. 

aloft,  he  would  naturally  take  the  bunt  or  an  earing.  He  is 
not  expected  to  handle  the  light  sails,  nor  to  go  above  the  topsail 
yards,  except  upon  the  work  of  his  trade.  If  he  ships  for  an 
able  seaman  as  well  as  carpenter,  he  must  be  capable  of  doing 
seaman's  work  upon  the  rigging  and  taking  his  turn  at  the 
wheel,  if  called  upon ;  though  he  would  not  be  required  to  do 
it  except  in  bad  weather,  or  in  case  the  vessel  should  be  short- 
handed.  If  he  does  not  expressly  ship  for  seaman  as  well  as 
carpenter,  no  nautical  skill  can  be  required  of  him;  but  he 
must  still,  when  all  hands  are  called,  or  if  ordered  by  the  mas- 
ter, pull  and  haul  about  decks,  and  go  aloft  in  the  work  usual 
on  such  occasions,  as  reefing  and  furling.  But  the  inferior 
duties  of  the  crew,  as  sweeping  decks,  slushing,  tarring,  &c., 
would  not  be  put  upon  him,  nor  would  he  be  required  to  do 
any  strictly  seaman's  work,  except  taking  a  helm  in  case  of 
necessity,  or  such  work  as  all  hands  join  in. 

The  carpenter  is  not  an  officer,  has  no  command,  and  can- 
not give  an  order  even  to  the  smallest  boy ;  yet  he  is  a  privi- 
leged person.  He  lives  in  the  steerage,  with  the  steward, 
has  charge  of  the  ship's  chest  of  tools,  and  in  all  things  con- 
nected with  his  trade,  is  under  the  sole  direction  of  the  master. 
The  chief  mate  has  no  authority  over  him,  in  his  trade,  unless 
it  be  in  case  of  the  master's  absence  or  disability.  In  all 
things  pertaining  to  the  working  of  the  vessel,  however,  and 
as  far  as  he  acts  in  the  capacity  of  a  seaman,  he  must  obey 
the  orders  of  the  officers  as  implicitly  as  any  of  the  crew 
would ;  though,  perhaps,  an  order  from  the  second  mate  would 
come  somewhat  in  the  form  of  a  request.  Yet  there  is  no 
doubt  that  he  must  obey  the  second  mate  in  his  proper  place, 
as  much  as  he  would  the  master  in  his.  Although  he  lives  in 
the  steerage,  he  gets  his  food  from  the  galley,  from  the  same 
mess  with  the  men  in  the  forecastle,  having  no  better  or  dif- 
ferent fare  in  any  respect ;  and  he  has  no  right  on  the  quarter- 
deck, but  must  take  his  place  on  the  forecastle  with  the 
common  seamen. 

In  many  vessels,  during  fine  weather,  upon  long  voyages, 
the  carpenter  stands  no  watch,  but  "  sleeps  in"  at  night,  is 
called  at  daylight,  and  works  all  day  at  his  trade.  But  in  this 
case,  whenever  all  hands  are  called,  he  must  come  up  with 


SAILMAKER.  155 

the  rest.  In  bad  weather,  when  he  cannot  well  work  at  his 
trade,  or  if  the  vessel  becomes  short-handed,  he  is  put  in  a 
watch,  and  does  duty  on  deck,  turning  in  and  out  with  the 
rest.  In  many  vessels,  especially  those  bound  on  short  voy- 
ages, the  carpenter  stands  his  watch,  and,  while  on  deck, 
works  at  his  trade  in  the  day-time,  if  the  weather  will  permit, 
and  at  night,  or  in  bad  weather,  does  watch  duty  according  to 
his  ability. 

SAILMAKER. — Some  ships  of  the  largest  class  carry  a  sail- 
maker,  though  usually  the  older  seamen  are  sufficiently  skilled 
in  the  trade  to  make  and  mend  sails,  and  the  master  or  chief 
mate  should  know  how  to  cut  them  out.  As  to  the  sailmaker's 
duty  on  board,  the  same  remarks  will  apply  to  him  that  were 
made  upon  the  carpenter.  If  he  ships  for  seaman  as  well  as 
sailmaker,  he  must  do  an  able  seaman's  duty,  if  called  upon ; 
and  if  he  does  not  so  ship,  he  will  still  be  required  to  assist  in 
all-hands  work,  such  as  working  ship,  taking  in  and  making 
sail,  &c.,  according  to  his  ability;  and  in  bad  weather,  or  a 
case  of  necessity,  he  may  be  put  with  a  watch  and  required  to 
do  ship's  duty  with  the  rest.  In  all-hands  work  he  is  mustered 
with  either  watch,  according  to  circumstances,  and  the  station 
allotted  to  him  will  depend  upon  his  qualities  as  a  seaman ; 
and,  as  with  the  carpenter,  if  he  is  a  good  seaman,  he  would 
naturally  have  some  more  important  post  assigned  to  him. 
He  is  not  expected  to  .handle  the  light  sails,  nor  to  go  above  the 
topsail  yards.  Nor  would  the  inferior  duties  of  the  crew,  such 
as  tarring,  slushing,  and  sweeping  decks,  be  put  upon  him. 
In  bad  weather,  or  in  case  of  necessity,  he  may  be  mustered 
in  a  watch,  and  must  do  duty  as  one  of  the  crew,  according 
to  his  ability.  Sometimes  he  stands  no  watch,  and  works  at 
his  trade  all  day,  and  at  others  he  stands  his  watch,  and  when 
on  deck  in  the  day  time,  and  during  good  weather,  works  at 
his  trade,  and  at  night,  or  in  bad  weather,  does  duty  with  the 
watch.  He  usually  lives  in  the  steerage  with  the  carpenter,  and 
always  takes  his  food  from  the  galley.  He  has  no  command, 
and  when  on  deck,  belongs  on  the  forecastle  with  the  rest  of 
the  crew.  In  the  work  of  his  trade,  he  is  under  the  sole  direc- 
tion of  the  master,  or  of  the  chief  mate  in  the  master's 


156  STEWARD. 

absence ;  but  in  ship's  work  he  is  as  strictly  under  the  com- 
mand of  the  mates,  as  a  common  seaman  is. 

STEWARD. — The  duties  of  the  steward  are  very  different  in 
packet  ships,  carrying  a  large  number  of  passengers,  from  those 
which  are  required  of  him  in  other  vessels.  In  the  New  York 
liners,  for  instance,  he  has  waiters  or  under-stewards,  who  do 
most  of  the  labor,  he  himself  having  the  general  superinten- 
dence of  the  department.  It  is  his  duty  to  see  that  the  cabin 
and  state-rooms  are  kept  in  order ;  to  see  to  the  laying  and 
clearing  of  the  tables ;  to  take  care  of  the  dishes,  and  other 
furniture  belonging  to  them ;  to  provide  the  meals,  under  the 
master's  direction,  preparing  the  nicer  dishes  himself;  to  keep 
the  general  charge  of  the  pantry  and  stores  for  the  cabin ;  to 
look  after  the  cook  in  his  department ;  and,  lastly,  which  is  as 
important  a  part  of  his  duty  as  any  other,  to  attend  to  the 
comfort  and  convenience  of  the  passengers.  These  duties, 
where  there  are  many  passengers,  require  all  his  time  and 
attention,  and  he  is  not  called  upon  for  any  ship's  duty. 

In  vessels  which  are  not  passenger-ships,  he  does  the  work 
which  falls  to  the  under-stewards  of  the  large  packets  :  cleans 
the  cabin  and  state  rooms,  sets,  tends  and  clears  away  the  table, 
provides  everything  for  the  cook,  and  has  charge  of  the  pantry, 
where  all  the  table  furniture  and  the  small  stores  are  kept. 
He  is  also  the  body  servant  of  the  master.  His  relation  to  the 
chief  mate  is  somewhat  doubtful ;  but  the  general  understand- 
ing is,  that,  although  he  waits  upon  him  when  at  table  and 
must  obey  him  in  all  matters  relating  to  the  ship's  work,  yet 
he  is  not  in  any  respect  his  servant.  If  the  mate  wishes  any 
personal  service  done,  he  would  ask  it,  or  make  some  com- 
pensation. 

In  these  vessels,  the  steward  must  come  on  deck  whenever 
all  hands  are  called,  and  in  working  ship,  pulls  and  hauls 
about  decks  with  the  men.  The  main  sheet  is  called  the 
steward's  rope,  and  this  he  lets  go  and  hauls  aft  in  tacking 
and  wearing.  In  reefing  and  furling,  he  is  expected  to  go 
upon  the  lower  and  topsail  yards,  and  especially  the  mizzen 
topsail  yard  of  a  ship.  No  seamanship  is  expected  of  him, 
and  he  stands  no  watch,  sleeping  in  at  night  and  turning  out 


COOK. 


157 


at  daylight ;  yet  he  must  do  ship's  duty  according  to  his  ability 
when  all  hands  are  called  for  working  ship  or  for  taking  in  or 
making  sail.  In  these  things  he  must  obey  the  mates  in  the 
same  way  that  a  common  seaman  would,  and  is  punishable 
for  disobedience.  The  amount  of  ship's  duty  required  of  him 
depends,  as  I  have  said,  upon  the  number  of  passengers. 

COOK. — The  cook  almost  always  lives  in  the  forecastle, 
though  sometimes  in  the  steerage  with  the  steward.  He 
stands  no  watch,  sleeping  in  at  night,  and  working  at  his 
business  throughout  the  day.  He  spends  his  time  mostly  in 
the  cook-house,  which  is  called  the  *  galley,'  where  he  cooks 
both  for  the  cabin  and  forecastle.  This,  with  keeping  the 
galley,  boilers,  pans,  kids,  &c.,  clean  and  in  order,  occupies 
him  during  the  day.  He  is  called  with  all  hands,  and  in  tack- 
ing and  wearing,  works  the  fore  sheet.  He  is  also  expected 
to  pull  and  haul  about  decks  in  all-hands  work,  and  is  occa- 
sionally called  from  his  galley  to  give  a  pull  at  a  tackle  or 
halyards.  No  seamanship  can  be  required  of  him,  but  he  is 
usually  expected  to  go  upon  a  lower  or  topsail  yard  in  reefing 
or  furling,  and  to  assist  according  to  his  ability  in  working 
ship.  In  regular  passenger-ships,  however,  as  he  is  more 
exclusively  employed  in  cooking,  he  is  not  required  to  do  any 
duty  about  decks,  except  in  a  case  of  necessity  or  of  common 
danger.  In  some  other  vessels,  too,  if  strongly  manned, 
neither  the  cook  nor  steward  are  sent  upon  the  yards.  Yet  it 
can,  without  doubt,  be  required  of  them,  by  the  custom  and 
understanding  of  the  service,  to  go  upon  a  lower  or  topsail 
yard  to  reef  or  furl. 

If  there  are  on  board  armorers,  coopers,  or  persons  follow- 
ing any  other  trades,  they  take  the  same  place  and  follow  the 
same  rules  as  to  duty  that  govern  the  carpenter  and  sail- 
maker.  In  the  merchant  service,  when  l  all  hands'  are  called, 
it  literally  calls  every  one  on  board  but  the  passengers ;  ex- 
cepting, as  I  have  said,  in  the  case  of  the  cook  and  steward  of 
strictly  passenger-ships.  Those  persons  of  whom  any  duty 
can  be  required,  who  do  not  stand  a  watch,  but  sleep  in  at 
night  and  work  during  the  day,  are  called  idlers.  Beside 
turning  out  with  'all  hands,'  the  idlers  are  sometimes  called 
up  at  night  to  help  the  watch  on  deck  in  any  heavy  or  difficult 
14 


158  ABLE    SEAMEN. 

duty,  when  it  is  not  desirable  to  call  the  other  watch,  who 
may  have  had  severe  service.  This  is  allowable,  if  practised 
only  in  cases  of  necessity,  and  not  carried  to  an  extreme. 


CHAPTER    V. 

ABLE    SEAMEN. 

Grades  of  sea-faring  persons.  Able  seamen.  Ordinary  seamen.  Boys. 
Shipping  and  rating.  Over-rating.  Requisites  of  an  able  seaman. 
Hand,  reef  and  steer.  Work  upon  rigging.  Sailmaking.  Day's 
work.  Working  ship.  Reefing  and  furling.  Watch  duty.  Coasters 
and  small  vessels. 

SEA-FARING  persons  before  the  mast  are  divided  into  three 
classes, — able  seamen,  ordinary  seamen,  and  boys  or  green 
hands.  And  it  may  be  remarked  here  that  all  green  hands  in 
the  merchant  service  are  termed  boys,  and  rated  as  such,  what- 
ever may  be  their  age  or  size.  In  the  United  States  navy,  an 
able  seaman  receives  twelve  dollars  per  month,  an  ordinary 
seaman  ten,  and  the  boys,  or  green  hands,  from  four  to  eight, 
according  to  their  strength  and  experience.  In  the  merchant 
service,  wages  are  about  the  same  on  long  voyages ;  but  on 
voyages  to  Europe,  the  West  Indies,  and  the  southern  ports, 
they  are  considerably  higher,  and  very  fluctuating.  Still,  the 
same  proportion  between  the  classes  is  preserved,  an  ordinary 
seaman  getting  about  two  dollars  less  than  an  able  seaman, 
and  the  boys,  from  nothing  up  to  two  dollars  less  than  ordi- 
nary seamen,  according  to  circumstances.  A  full-grown  man 
must  ship  for  boy's  wages  upon  his  first  voyage.  It  is  not 
unusual  to  see  a  man  receiving  boy's  wages  and  rated  as  a 
boy,  who  is  older  and  larger  than  many  of  the  able  seamen. 

The  crews  are  not  rated  by  the  officers  after  they  get  to  sea, 
but,  both  in  the  merchant  service  and  in  the  navy,  each  man 


I 


ABLE    SEAMEN.  159 

rates  himself  when  he  ships.  The  shipping  articles,  in  the 
merchant  service,  are  prepared  for  so  many  of  each  class,  and 
a  man  puts  his  name  down  and  contracts  for  the  wages  and 
duty  of  a  seaman,  ordinary  seaman,  or  boy,  at  his  pleasure. 
Notwithstanding  this  license,  there  are  very  few  instances  of 
its  being  abused ;  for  every  man  knows  that  if  he  is  found 
incompetent  to  perform  the  duty  he  contracts  for,  his  wages 
can  not  only  be  reduced  to  the  grade  for  which  he  is  fitted,  but 
that  something  additional  will  be  deducted  for  the  deception 
practised  upon  all  concerned,  and  for  the  loss  of  service  and 
the  numerous  difficulties  incurred,  in  case  the  fraud  is  not  dis- 
covered until  the  vessel  has  got  to  sea.  But,  still  more  than 
this,  the  rest  of  the  crew  consider  it  a  fraud  upon  themselves; 
as  they  are  thus  deprived  of  a  man  of  the  class  the  vessel  re- 
quired, which  makes  her  short-handed  for  the  voyage,  and 
increases  the  duty  put  upon  themselves.  If,  for  instance,  the 
articles  provide  for  six  able  seamen,  the  men  expect  as  many, 
and  if  one  of  the  six  turns  out  not  to  be  a  seaman,  and  is  put 
upon  inferior  work,  the  duties  which  would  commonly  be  done 
by  seamen  will  fall  upon  the  five.  The  difficulty  is  felt  still 
more  in  the  watches ;  as,  in  the  case  I  have  supposed,  there 
would  be  in  one  watch  only  two  able  seamen  instead  of  three, 
and  if  the  delinquent  was  not  a  capable  helmsman,  the  in- 
creased duty  at  the  wheel  alone  would  be,  of  itself,  a  serious 
evil.  The  officers  also  feel  at  liberty  to  punish  a  man  who 
has  so  imposed  upon  all  hands,  and  accordingly  every  kind  of 
inferior  and  disagreeable  duty  is  put  upon  him ;  and,  as  he  finds 
no  sympathy  from  the  crew,  his  situation  on  board  is  made 
very  unpleasant.  Indeed,  there  is  nothing  a  man  can  be  guilty 
of,  short  of  a  felony,  to  which  so  little  mercy  is  shown  on 
board  ship;  for  it  is  a  deliberate  act  of  deception,  and  one 
to  which  there  is  no  temptation,  except  the  gain  of  a  few 
dollars. 

The  common  saying  that  to  hand,  reef  and  steer  makes  a 
sailor,  is  a  mistake.  It  is  true  that  no  man  is  a  sailor  until 
he  can  do  these  things;  yet  to  ship  for  an  able  seaman  he 
must,  in  addition  to  these,  be  a  good  workman  upon  rigging. 
The  rigging  of  a  ship  requires  constant  mending,  covering 
and  working  upon  in  a  multitude  of  ways ;  and  whenever 


160  ABLE   SEAMEN. 

• 

any  of  the  ropes  or  yards  are  chafing  or  wearing  upon  it,  it 
must  be  protected  by  '  chafing  gear.'  This  chafing  gear  con- 
sists of  worming,  parcelling,  serving,  rounding,  &c. ;  which 
requires  a  constant  supply  of  small  stuffs,  such  as  foxes,  sen- 
nit, spunyarn,  marline,  and  the  like,  all  which  is  made  on 
board  from  condemned  rigging  and  old  junk.  There  is  also  a 
great  deal  of  new  rigging  to  be  cut  and  fitted,  on  board,  which 
requires  neat  knots,  splices,  seizings,  coverings,  and  turnings  in. 
It  is  also  frequently  necessary  to  set  up  the  rigging  in  one  part 
of  the  vessel  or  another ;  in  which  case  it  must  be  seized  or 
turned  in  afresh.  It  is  upon  labor  of  this  kind  that  the  crew  is 
employed  in  the  '  day's  work '  and  jobs  which  are  constantly 
carried  forward  on  board.  A  man's  skill  in  this  work  is  the 
chief  test  of  his  seamanship ;  a  competent  knowledge  of  steer- 
ing, reefing,  furling,  and  the  like,  being  taken  for  granted,  and 
being  no  more  than  is  expected  of  an  ordinary  seaman.  To 
put  a  marlinspike  in  a  man's  hand  and  set  him  to  work  upon 
a  piece  of  rigging,  is  considered  a  fair  trial  of  his  qualities  as 
an  able  seaman. 

There  is,  of  course,  a  great  deal  of  difference  in  the  skill 
and  neatness  of  the  work  of  different  men ;  but  I  believe  I  am 
safe  in  saying  that  no  man  will  pass  for  an  able  seaman  in  a 
square-rigged  vessel,  who  cannot  make  a  long  and  short  splice 
in  a  large  rope,  fit  a  block-strap,  pass  seizings  to  lower  rig- 
ging, and  make  the  ordinary  knots,  in  a  fair,  workmanlike 
manner.  This  working  upon  rigging  is  the  last  thing  to 
which  a  lad  training  up  to  the  sea  is  put,  and  always  sup- 
poses a  competent  acquaintance  with  all  those  kinds  of  work 
that  are  required  of  an  ordinary  seaman  or  boy.  A  seaman  is 
generally  expected  to  be  able  to  sew  upon  a  sail,  and  few  men 
ship  for  seamen  who  cannot  do  it ;  yet,  if  he  is  competent  in 
other  respects,  no  fault  can  be  found  with  an  able  seaman  for 
want  of  skill  in  sailmaking. 

In  allotting  the  jobs  among  the  crew,  reference  is  always  had 
to  a  man's  rate  and  capacity ;  and  it  is  considered  a  decided 
imputation  upon  a  man  to  put  him  upon  inferior  work.  The 
most  difficult  jobs,  and  those  requiring  the  neatest  work,  will 
be  given  to  the  older  and  more  experienced  among  the  sea- 
men ',  and  of  this  none  will  complain ;  but  to  single  out  an  able 


ABLE    SEAMEN.  161 

seaman  and  keep  him  at  turning  the  spunyarn  winch,  knotting 
yarns  or  picking  oakum,  while  there  are  boys  on  board,  and 
other  properly  seaman's  work  going  forward  at  the  same 
time,  would  be  looked  upon  as  punishment,  unless  it  were 
temporarily,  or  from  necessity,  or  while  other  seaman  were 
employed  in  the  same  manner.  Also,  in  consideration  of  the 
superior  grade  of  an  able  seaman,  he  is  not  required  to  sweep 
down  the  decks  at  night,  slush  the  masts,  &c.,  if  there  are 
boys  on  board  and  at  hand.  Not  that  a  seaman  is  not  obliged 
to  do  these  things.  There  is  no  question  but  that  he  is,  just  as 
much  as  to  do  any  other  ship's  work  ;  and  if  there  are  no  boys 
on  board  or  at  hand  at  the  time,  or  from  any  other  cause  it  is 
reasonably  required  of  him,  no  good  seaman  would  object,  and 
it  would  be  a  refusal  of  duty  to  do  so,  yet  if  an  officer  were 
deliberately,  and  without  necessity  for  it,  when  there  were 
boys  about  decks  at  the  time,  who  could  do  the  work  as  well, 
to  order  an  able  seaman  to  leave  his  work  and  sweep  down 
the  decks,  or  slush  a  mast,  it  would  be  considered  as  pun- 
ishment . 

In  working  ship,  the  able  seamen  are  stationed  variously ; 
though,  for  the  most  part,  upon  the  forecastle,  at  the  main  tack 
or  fore  and  main  lower  and  topsail  braces ;  the  light  hands 
being  placed  at  the  cross-jack  and  fore  and  main  topgallant 
and  royal  braces.  In  taking  in  and  making  sail,  and  in 
all  things  connected  with  the  working  of  a  ship,  there  is  no 
duty  which  may  not  be  required  of  an  able  seaman ;  yet  there 
are  certain  things  requiring  more  skill  or  strength,  to  which  he 
is  always  put,  and  others  which  are  as  invariably  assigned  to 
ordinary  seamen  and  boys.  In  reefing,  the  men  go  out  to  the 
yard-arms,  and  the  light  hands  stand  in  toward  the  slings; 
while  in  furling,  the  bunt  and  quarters  belong  to  the  able 
seamen,  and  the  yard-arms  to  the  boys.  The  light  hands  are 
expected  to  loose  and  furl  the  light  sails,  as  royals,  flying  jib 
and  mizzen  topgallant  sail,  and  the  men  seldom  go  above  the 
cross-trees,  except  to  work  upon  the  rigging,  or  to  send  a  mast 
or  yard  up  or  down.  The  fore  and  main  topgallant  sails,  and 
sometimes  the  flying  jib  of  large  vessels,  require  one  or  more 
able  seamen  for  furling,  but  are  loosed  by  light  hands.  In 
short,  as  to  everything  connected  with  working  ship,  making 


162  ABLE    SEAMEN. 

and  taking  in  sail,  &c.,  one  general  rule  may  be  laid  down. 
A  seaman  is  obliged  to  obey  the  order  of  the  master  or  officer, 
asking  no  questions  and  making  no  objection,  whether  the 
duty  to  which  he  is  ordered  be  that  which  properly  belongs  to 
an  able  seaman  or  not ;  yet  as  able  seamen  alone  can  do  the 
more  nice  and  difficult  work,  the  light  hands,  in  their  turn,  are 
expected  to  do  that  which  requires  less  skill  and  strength.  In 
the  watch  on  deck  at  night,  for  instance,  the  able  and  ordinary 
seamen  steer  the  ship,  and  are  depended  upon  in  case  of  any 
accident,  or  if  heavy  sails  are  to  be  taken  in  or  set,  or  ropes 
to  be  knotted  or  spliced;  and  in  consideration  of  this,  if 
there  is  light  work  to  be  done,  as  coiling  up  rigging  about 
decks,  holding  the  log-reel,  loosing  or  furling  a  light  sail,  or 
the  like,  the  boys  are  expected  to  do  it,  and  should  properly  be 
called  upon  by  the  officer,  unless  from  some  circumstance  it 
should  be  necessary  to  call  upon  a  man.  Yet,  as  I  have  said 
before,  if  ordered,  the  seaman  must  do  the  thing,  under  any 
circumstances,  and  a  refusal  would  be  a  refusal  of  his  duty. 

No  man  is  entitled  to  the  rate  or  wages  of  an  able 
seaman,  who  is  not  a  good  helmsman.  There  is  always  a 
difference  in  a  ship's  company  as  to  this  duty,  some  men 
being  more  steady,  careful,  and  expert  helmsmen  than  others ; 
and  the  best  quality  cannot  be  required  of  every  able  seaman; 
yet  if,  upon  fair  trial,  in  bad  weather,  a  man  is  found  incapa- 
ble of  steering  the  ship,  under  circumstances  not  extraordinary, 
he  would  be  considered  by  all  on  board  to  have  failed  of  his 
duty.  It  should  be  remembered,  however,  that  there  are  times 
when  the  very  best  helmsman  is  hardly  able  to  steer  a  ship, 
and  if  a  vessel  is  out  of  trim  or  slow  in  her  motions,  no  skill 
can  keep  her  close  to  her  course. 

An  able  seaman  is  also  expected  to  do  all  the  work  neces- 
sary for  reefing,  furling,  and  setting  sail,  to  be  able  to  take  a 
bunt  or  earing,  to  send  yards  and  masts  up  and  down,  to  rig 
in  and  out  booms,  to  know  how  to  reeve  all  the  running  rig- 
ging of  a  ship,  and  to  steer,  or  pull  an  oar  in  a  boat. 

The  standard  of  seamanship,  however,  is  not  so  high  in 
coasting  vessels  and  those  of  a  smaller  class  bound  upon  short 
voyages,  in  which  all  the  work  that  is  necessary  upon  the 
vessel  or  rigging  is  usually  done  when  in  port  by  people  hired 


ORDINARY    SEAMEN.  163 

from  on  shore.  In  such  vessels  many  men  ship  for  able 
seamen,  and  are  considered,  upon  the  whole,  competent,  if 
they  are  able-bodied,  and  can  hand,  reef,  and  steer,  who  per- 
haps would  only  have  shipped  for  ordinary  seamen  in  vessels 
bound  upon  long  voyages.  In  all  large  class  vessels,  and  in 
vessels  of  almost  any  class  bound  upon  long  voyages,  the 
standard  of  seamanship  is  very  nearly  what  I  have  before 
described. 


CHAPTER  VI. 

ORDINARY    SEAMEN. 

Requisites.     Hand,  reef,  and  steer.     Loose,  furl,  and  set  sails.     Reeve 
rigging.     Work  upon  rigging.     Watch  duty. 

AN  ordinary  seaman  is  one  who,  from  not  being  of  sufficient 
age  and  strength,  or  from  want  of  sufficient  experience,  is  not 
quite  competent  to  perform  all  the  duties  of  an  able  seaman, 
and  accordingly  receives  a  little  less  than  full  wages,  and  does 
not  contract  for  the  complete  qualities  of  an  able  seaman. 
There  is  a  large  proportion  of  ordinary  seamen  in  the  navy. 
This  is  probably  because  the  power  of  the  officers  is  so  great 
upon  their  long  cruises  to  detect  and  punish  any  deficiency, 
and  because,  if  a  man  can  by  any  means  be  made  to  appear 
wanting  in  capacity  for  the  duty  he  has  shipped  to  perform,  it 
will  justify  a  great  deal  of  hard  usage.  Men,  therefore,  prefer 
rather  to  underrate  than  to  run  any  risk  of  overrating  them- 
selves. 

An  ordinary  seaman  is  expected  to  hand,  reef,  and  steer, 
under  common  circumstances,  (which  includes  *  boxing  the 
compass ;')  to  be  well  acquainted  with  all  the  running  and 
standing  rigging  of  a  ship ;  to  be  able  to  reeve  all  the  studding- 
sail  gear,  and  set  a  topgallant  or  royal  studdingsail  out  of  the 
top ;  to  loose  and  furl  a  royal,  and  a  small  topgallant  sail  or 
flying  jib;  and  perhaps,  also,  to  send  down  or  cross  a  royal 
yard.  An  ordinary  seaman  need  not  be  a  complete  helms- 


164  ORDINARY   SEAMEN. 

man,  and  if  an  able  seaman  should  be  put  in  his  place  at  the 
wheel  in  very  bad  weather,  or  when  the  ship  steered  with 
difficulty,  it  would  be  no  imputation  upon  him,  provided  he 
could  steer  his  trick  creditably  under  ordinary  circumstances. 
In  reefing  or  furling  the  courses  and  topsails,  an  ordinary  sea- 
man would  not  take  the  bunt  or  an  earing,  if  there  were  able 
seamen  on  the  yard ;  and  perhaps,  in  the  largest  sized  vessels, 
it  would  not  be  expected  of  him  to  pass  an  earing,  or  make  up 
the  bunt  of  a  fore  or  main  topsail  or  course  in  bad  weather,  yet 
he  should  know  how  to  do  both,  and  should  be  able  to  take  a 
bunt  or  earing  on  the  mizzen  topsail  yard,  and  on  any  topsail 
or  lower  yard  of  a  small  vessel. 

It  is  commonly  understood  that  an  ordinary  seaman  need 
not  be  a  workman  upon  rigging.  Yet  there  are  probably  few 
men  capable  of  performing  the  duties  of  an  ordinary  seaman, 
as  above  detailed,  who  would  not  be  somewhat  acquainted 
with  work  upon  rigging,  and  who  could  not  do  the  simpler 
parts  of  it,  such  as,  serving  and  splicing  small  ropes,  passing  a 
common  seizing,  or  the  like ;  and  it  is  always  expected  that 
an  ordinary  seaman  shall  be  able  to  make  all  the  hitches, 
bends,  and  knots  in  common  use :  such  as,  two  half-hitches, 
a  rolling  hitch,  timber  hitch,  clove  hitch,  common  bend,  and 
bowline  knot.  He  would  also  be  thought  deficient  if  he  could 
not  draw,  knot,  and  ball  up  yarns,  and  make  spunyarn,  foxes, 
and  common  sennit.  Yet  it  is  said  that  if  he  can  steer  his 
trick,  and  do  his  duty  creditably  in  working  ship4  and  taking 
in  and  making  sail,  he  is  entitled  to  the  rate  and  wages  of  an 
ordinary  seaman,  though  he  cannot  handle  a  marlinspike  or 
serving-board. 

The  duty  upon  which  an  ordinary  seaman  is  put,  depends  a 
good  deal  upon  whether  there  are  boys  or  green  hands  on 
board  or  not.  If  there  are,  he  has  a  preference  over  them,  as 
an  able  seaman  has  over  him,  in  the  light  work ;  and  since  he 
stands  his  helm  regularly  and  is  occasionally  set  to  work  upon 
rigging  with  the  men,  he  will  be  favored  accordingly  in  the 
watch  and  in  common  duty  about  decks.  Yet  the  distinction 
between  ordinary  seamen  and  boys  is  not  very  carefully 
observed  in  the  merchant  service,  and  an  ordinary  seaman  is 
frequently  called  upon  for  boy's  duty,  though  there  are  boys 


ORDINARY    SEAMEN. —  BOYS.  165 

on  board  and  at  hand.  If  an  officer  wished  for  some  one  to 
loose  a  royal,  take  a  broom  and  sweep  the  decks,  hold  the  log- 
reel,  coil  up  a  rope,  or  the  like,  he  would  probably  first  call 
upon  a  boy,  if  at  hand;  if  not,  upon  an  ordinary  seaman; 
but  upon  either  of  them  indifferently,  before  an  able  seamen. 

If  there  are  no  boys  on  board,  the  ordinary  seamen  do  boy's 
duty;  the  only  difference  being,  that  if  they  take  their  trick  at 
the  wheel,  and  do  other  ordinary  seaman's  work,  the  able  sea- 
men are  not  so  much  preferred  over  them,  as  over  mere  boys 
and  green  hands. 


CHAPTER    VII. 

BOYS. 

Requisites.    Wages.    Watch.     Day's  work.     Working  ship.     Helm. 
Duties  aloft  and  about  decks. 

BOY  is  the  term,  as  I  have  said  before,  for  all  green  hands, 
whatever  may  be  their  size  or  age ;  and  also  for  boys,  who, 
though  they  have  been  at  sea  before,  are  not  large  and  strong 
enough  for  ordinary  seamen.  It  is  the  common  saying,  that 
a  boy  does  not  ship  to  know  anything.  Accordingly,  if  any 
person  ships  as  a  boy,  and  upon  boy's  wages,  no  fault  can  be 
found  with  him,  though  he  should  not  know  the  name  of  a 
rope  in  the  ship,  or  even  the  stem  from  the  stern.  In  the 
navy,  the  boys  are  divided  into  three  classes,  according  to 
their  size  and  experience,  and  different  duties  are  put  upon 
them.  In  the  merchant  service,  all  except  able  and  ordinary 
seamen  are  generally  upon  the  same  wages,  though  boys' 
wages  vary  in  different  voyages.  Sometimes  they  get  nothing, 
being  considered  as  apprentices ;  and  from  that  they  rise  to 
three,  five,  and  sometimes  eight  dollars  per  month.  What- 
ever boys'  wages  may  be,  a  person  who  ships  for  them  for 
that  voyage,  whether  more  or  less,  is  rated  as  boy,  and  his 
duty  is  according  to  his  rate.  ., 


166 


BOYS. 


In  the  ordinary  day's  work,  the  boys  are  taught  to  draw 
and  knot  yarns,  make  spunyarn,  foxes,  sennit,  &c.,  and  are 
employed  in  passing  a  ball  or  otherwise  assisting  the  able 
seamen  in  their  jobs.  Slushing  masts,  sweeping  and  clearing 
up  decks,  holding  the  log-reel,  coiling  up  rigging,  and  loosing 
and  furling  the  light  sails,  are  duties  that  are  invariably  put 
upon  the  boys  or  green  hands.  They  stand  their  watches  like 
the  rest,  are  called  with  all  hands,  go  aloft  to  reef  and  furl, 
and  work  whenever  and  wherever  the  men  do,  the  only  differ- 
ence being  in  the  kind  of  work  upon  which  they  are  put.  Tn 
reefing,  the  boys  lay  in  toward  the  slings  of  the  yard,  and  in 
furling,  they  go  out  to  the  yard-arms.  They  are  sent  aloft 
immediately,  as  soon  as  they  get  to  sea,  to  accustom  them  to 
the  motion  of  a  vessel,  and  to  moving  about  in  the  rigging 
and  on  the  yards.  Loosing  and  furling  the  royals,  setting 
topgallant  studdingsails  and  reeving  the  gear,  shaking  out 
reefs,  learning  the  names  and  uses  of  all  the  ropes,  and  to 
make  the  common  hitches,  bends,  and  knots,  reeving  all  the 
studdingsail  gear,  and  rigging  in  and  out  booms,  and  the  like, 
is  the  knowledge  first  instilled  into  beginners.  There  is  a 
good  deal  of  difference  in  the  manner  in  which  boys  are  put 
forward  in  different  vessels.  Sometimes,  in  large  vessels, 
where  there  are  plenty  of  men,  the  boys  never  take  the  wheel 
at  all,  and  are  seldom  put  upon  any  but  the  most  simple  and 
inferior  duties.  In  others,  they  are  allowed  to  take  the  wheel 
in  light  winds,  and  gradually,  if  they  are  of  sufficient  age  and 
strength,  become  regular  helmsmen.  So,  also,  in  their  duties 
aloft;  if  they  are  favored,  they  may  be  kept  at  the  royals  and 
topgallant  sails,  and  gradually  come  to  the  earing  of  a  mizzen 
topsail.  In  work  upon  rigging,  however,  a  green  hand  makes 
but  little  progress  beyond  ropeyarns  and  spunyarn,  during  his 
first  voyage;  since  there  are  men  enough  to  do  the  jobs,  and 
he  can  be  employed  to  more  advantage  in  the  inferior  work, 
and  in  making  and  taking  in  light  sails,  steering  in  light 
winds,  &c. ;  a  competent  knowledge  of  which  duty  is  sufficient 
to  enable  him  to  ship  for  an  ordinary  seaman  upon  the  next 
voyage.  It  is  generally  while  in  the  grade  of  ordinary  sea- 
man that  the  use  of  the  marlinspike  is  learned.  Whatever 
knowledge  a  boy  may  have  acquired,  or  whatever  may  be  his 


MISCELLANEOUS.  167 

age  or  strength,  so  long  as  he  is  rated  as  a  boy,  (and  the  rates 
are  not  changed  during  a  voyage  unless  a  person  changes  his 
ship,)  he  must  do  the  inferior  duties  of  a  boy.  If  decks  are  to 
be  cleared  up  or  swept,  rigging  to  be  coiled  up,  a  man  is  to  be 
helped  in  his  job,  or  any  duty  to  be  done  aloft  or  about  decks 
which  does  not  require  the  strength  or  skill  of  a  seaman,  a  boy 
is  always  expected  to  start  first  and  do  it,  though  not  called 
upon  by  name. 


CHAPTER    VIII. 

MISCELLANEOUS. 

Watches.     Calling  the  watch.     Bells.     Helm.     Answering.     Stations. 
Food.     Sleep. 

WATCHES. — A  watch  is  a  term  both  for  a  division  of  the 
crew,  and  for  the  period  of  time  allotted  to  such  division.  The 
crew  are  divided  into  two  watches,  larboard  and  starboard; 
the  larboard  commanded  by  the  chief  mate,  and  the  starboard 
by  the  second  mate.  These  watches  divide  the  time  between 
them,  being  on  and  off  duty,  or,  as  it  is  termed,  on  deck  and 
below,  every  other  four  hours.  If,  for  instance,  the  chief  mate 
with  the  larboard  watch  have  the  first  night  watch,  from  eight 
to  twelve,  at  the  end  of  the  four  hours  the  starboard  watch  is 
called,  and  the  second  mate  takes  the  deck,  while  the  larboard 
watch  and  the  chief  mate  go  below  until  four  in  the  morn- 
ing. At  four  they  come  on  deck  again,  and  remain  until  eight ; 
having  what  is  called  the  '  morning  watch.'  As  they  will  have 
been  on  deck  eight  hours  out  of  the  twelve,  while  the  starboard 
watch,  who  had  the  middle  watch,  from  twelve  to  four,  will 
only  have  been  up  four  hours,  they  are  entitled  to  the  watch 
below  from  eight  till  twelve,  which  is  called  the  '  forenoon 
watch  below.'  Where  this  alternation  of  watches  is  kept  up 
throughout  the  twenty-four  hours,  four  hours  up  and  four  be- 
low it  is  called  having  "  watch  and  watch."  This  is  always 
given  in  bad  weather,  and  when  day's  work  cannot  be  carried 


168  MISCELLANEOUS. 

on ;  but  in  most  merchant  vessels,  it  is  the  custom  to  keep  all 
hands  from  one  P.  M.  until  sundown,  or  until  four  o'clock. 
In  extreme  cases,  also,  all  hands  are  kept  throughout  the  day ; 
hut  the  watch  which  has  had  eight  hours  on  deck  at  night 
should  always  be  allowed  a  forenoon  watch  below,  if  possible. 

The  watch  from  four  to  eight,  P.  M.,  is  divided  into  two  half- 
watches  of  two  hours  each,  called  dog-watches.  The  object  of 
this  is  to  make  an  uneven  number  of  watches,  seven  instead 
of  six;  otherwise  the  same  watch  would  stand  during  the 
same  hours  for  the  whole  voyage,  and  those  who  had  two 
watches  on  deck  the  first  night  would  have  the  same  through- 
out the  trip.  But  the  uneven  number  shifts  the  watches.  The 
dog-watches  coming  about  sundown,  or  twilight,  and  between 
the  end  of  a  day's  work  and  the  setting  of  the  night  watch,  are 
usually  the  time  given  for  recreation, — for  smoking,  telling 
yarns,  &£.,  on  the  forecastle ;  things  which  are  not  allowed 
during  the  day. 

CALLING  THE  WATCH. — As  soon  as  eight  bells  are  struck, 
the  officer  of  the  watch  gives  orders  to  call  the  watch,  and  one 
of  the  crew  goes  to  the  scuttle,  knocks  three  times,  and  calls 
out  in  a  loud  voice,  "  All  the  starboard  (or  larboard)  watch, 
ahoy ! "  or,  "  All  starbowlines,  ahoy  ! "  or  something  of  the 
kind,  and  adds,  "  Eight  bells,"  or  the  hour ;  usually,  also,  a 
question,  to  know  whether  he  is  heard,  as,  "  Do  you  hear  the 
news  there,  sleepers  ?  "  Some  one  of  the  watch  below  must 
answer,  "  Ay,  ay  !  "  to  show  that  the  call  has  been  heard.  The 
watch  below  is  entitled  to  be  called  in  a  loud  and  audible 
voice,  and  in  the  usual  manner  ;  and  unless  called,  they  can- 
not be  expected  to  come  up.  They  must  also  turn  out  at  once 
and  come  on  deck  as  soon  as  they  are  called,  in  order  that  the 
other  watch  may  go  below,  especially  as  they  are  never  called 
until  the  hour  has  expired,  and  since  some  minutes  are  allowed 
for  turning  out,  dressing,  and  getting  on  deck.  The  man 
whose  turn  it  is  to  take  the  helm  goes  immediately  aft,  and 
ought  to  be  the  first  on  deck,  as  the  two  hours'  duty  at  the 
helm  at  night  is  tedious,  and  entitles  a  man  to  be  speedily  re- 
lieved. It  is  considered  a  bad  trait  in  a  man  to  be  slack  in 
relieving  the  helm.  The  relieving  the  helm  is  also  the  sign 
that  the  watch  is  changed,  and  no  man  is  permitted  to  go 


MISCELLANEOUS.  169 

below  until  that  has  been  done.  It  is  a  man's  watch  on  deck 
so  long  as  one  of  his  watch  is  at  the  wheel. 

BELLS. — The  time  at  sea  is  marked  by  bells.  At  noon,  eight 
bells  are  struck,  that  is,  eight  strokes  are  made  upon  the  bell ; 
and  from  that  time  it  is  struck  every  half-hour  throughout 
the  twenty-four,  beginning  at  one  stroke  and  going  as  high 
as  eight,  adding  one  at  each  half-hour.  For  instance,  twelve 
o'clock  is  eight  bells,  half  past  twelve  is  one  bell,  one  o'clock 
is  two  bells,  half  past  one  three  bells,  and  so  on  until  four 
o'clock,  which  will  be  eight  bells.  The  watch  is  then  out,  and 
for  half  past  four  you  strike  one  bell  again.  A  watch  of  four 
hours  therefore  runs  out  the  bells.  It  will  be  observed,  also, 
that  even  bells  come  at  the  full  hours,  and  the  odd  bells  at  the 
half-hours.  For  instance,  eight  bells  is  always  twelve,  four, 
or  eight  o'clock ;  and  seven  bells  always  half  past  three,  half 
past  seven,  or  half  past  eleven. 

The  bells  are  sounded  by  two  strokes  following  one  another 
quickly,  and  then  a  short  interval ;  after  which,  two  more ; 
and  so  on.  If  it  is  an  odd  number,  the  odd  one  is  struck  alone, 
after  the  interval.  This  is  to  make  the  counting  more  sure 
and  easy ;  and,  by  this  means,  you  can,  at  least,  tell  whether 
it  is  an  hour  or  a  half-hour. 

HELM.  Neither  the  master  nor  mates  of  a  merchant  vessel 
ever  take  the  helm.  The  proper  helmsmen  are  the  able  and 
ordinary  seamen.  Sometimes  the  carpenter,  sailmaker,  &c., 
if  they  are  seamen,  are  put  at  the  helm ;  also  the  boys,  in 
light  winds,  for  practice.  Each  watch  steers  the  ship  in  its 
turn,  and  the  watch  on  deck  must  supply  the  helmsman,  even 
when  all  hands  are  called.  Each  man  stands  at  the  helm  two 
hours,  which  is  called  his  trick.  Thus,  there  are  two  tricks  in 
a  watch.  Sometimes,  in  very  cold  weather,  the  tricks  are 
reduced  to  one  hour ;  and,  if  the  ship  steers  badly,  in  a  gale  ol 
wind,  two  men  are  sent  to  the  wheel  at  once.  In  this  case, 
the  man  who  stands  on  the  weather  side  of  the  wheel  is  the 
responsible  helmsman,  the  man  at  the  lee  wheel  merely  as- 
sisting him  by  heaving  the  wheel  when  necessary. 

The  men  in  the  watch  usually  arrange  their  tricks  among 
themselves,  the  officers  being  satisfied  if  there  is  always  a 
man  ready  to  take  the  wheel  at  the  proper  time.  In  steering, 
15 


170  MISCELLANEOUS. 

the  helmsman  stands  on  the  weather  side  of  a  wheel  and  on  the 
lee  side  of^a  tiller.  But  when  steering  by  tiller-ropes  with  no 
hitch  round  the  tiller-head,  or  with  a  tackle,  as  in  a  heavy 
gale  and  bad  sea,  when  it  is  necessary  to  ease  the  helm  a  good 
deal,  it  is  better  to  stand  up  to  windward  and  steer  by  the 
parts  of  the  tackle  or  tiller-ropes. 

In  relieving  the  wheel,  the  man  should  come  aft  on  the  lee 
side  of  the  quarter-deck,  (as  indeed  he  always  should  unless 
his  duty  lies  to  windward,)  go  to  the  wheel  behind  the  helms- 
man and  take  hold  of  the  spokes,  so  as  to  have  the  wheel  in 
command  when  the  other  lets  go.  Before  letting  go,  the 
helmsman  should  give  the  course  to  the  man  that  relieves 
him  in  an  audible  voice,  and  the  new  man  should  repeat  it 
aloud  just  as  it  was  given,  so  as  to  make  it  sure  that  he  has 
heard  correctly.  This  is  especially  necessary,  since  the  points 
and  half  points  are  so  much  alike  that  a  mistake  might  easily 
be  made.  It  is  the  duty  of  the  officer  of  the  watch  to  be  pres- 
ent when  the  wheel  is  relieved,  in  order  to  see  that  the  course 
is  correctly  reported  and  understood  ;  which  is  another  reason 
why  the  course  should  be  spoken  by  both  in  a  loud  tone.  It  is 
unseamanlike  and  reprehensible  to  answer,  "  Ay,  ay  ! "  or,  "  I 
understand,"  or  the  like,  instead  of  repeating  the  course. 

If  a  vessel  is  sailing  close-hauled  and  does  not  lay  her  course, 
the  order  is,  "Full  and  by!"  which  means,  by  the  wind,  yet 
all  full.  If  a  vessel  lays  her  course,  the  order  then  is  her 
course,  as  N.  W.  by  W.,  E.  by  S.,  and  the  like. 

When  a  man  is  at  the  wheel,  he  has  nothing  else  to  attend 
to  but  steering  the  ship,  and  no  conversation  should  be  allowed 
with  him.  If  he  wishes  to  be  relieved  during  his  trick,  it 
should  not  be  done  without  the  permission  of  the  officer,  and 
the  same  form  of  giving  and  repeating  the  course  should  be 
gone  through,  though  he  is  to  be  absent  from  the  helm  but  a 
minute  or  two. 

If  an  order  is  given  to  the  man  at  the  wheel  as  to  his  steering, 
he  should  always  repeat  the  order,  distinctly,  that  the  officer 
may  be  sure  he  is  understood.  For  instance,  if  the  order  is  a 
new  course,  or,  "  Keep  her  off  a  point ! "  "  Luff  a  little  ! "  "  Ease 
her ! "  "  Meet  her  !  "  or  the  like,  the  man  should  answer  by  re- 
peating the  course  or  the  order,  as,  "Luff  a  little,  sir,"  "Meet 


MISCELLANEOUS.  171 

her,  sir,"  &c.,  and  should  not  answer,  "  Ay,  ay,  sir! "  or  simply 
execute  the  order  as  he  understands  it.  This  practice  of  re- 
peating every,  even  the  most  minute  order  at  the  wheel,  is 
well  understood  among  seamen,  and  a  failure  or  refusal  to  do 
so  is  an  offence  sometimes  leading  to  disagreeable  results. 

If,  when  the  watch  is  out  and  the  other  watch  has  been  call- 
ed, all  hands  are  detained  for  any  purpose,  as,  to  reef  a  top- 
sail, to  set  studdingsails,  or  the  like,  the  helm  should  not  be 
relieved  until  the  work  is  done  and  the  watch  ready  to  go 
below. 

ANSWERING. — The  rule  has  just  been  stated  which  requires 
a  man  at  the  wheel  to  answer  by  repeating  distinctly  the  order 
given  him.  The  same  rule  applies  to  some  other  parts  of  a 
seaman's  duty,  though  to  none  so  strictly,  perhaps,  as  to  that. 
In  tacking,  where  the  moment  of  letting  go  a  rope  or  swinging 
a  yard  is  very  important,  the  order  of  the  master  is  always  re- 
peated by  the  officer  on  the  forecastle.  This  enables  the  mas- 
ter to  know  whether  he  is  heard  and  understood,  to  repeat  his 
order  if  it  is  not  answered  at  once,  and  to  correct  any  mistake, 
or  obviate  some  of  its  consequences.  The  same  may  be  said 
generally  of  every  order  to  the  proper  or  instant  execution  of 
which  unusual  importance  is  attached.  If,  for  instance,  a  man 
is  stationed  by  a  rope  to  let  it  go  upon  an  order  given,  if  an 
order  is  addressed  to  him  which  he  supposes  to  be  for  that 
purpose,  he  should  answer,  "  Let  go,  sir ! "  and  usually  adds, 
"All  gone!"  as  soon  as  it  is  done.  Green  hands  should  bear 
in  mind  that  whenever  an  order  is  of  a  kind  which  ought  to  be 
repeated,  it  must  be  so,  without  reference  to  a  man's  distance 
from  the  officer  who  gives  the  order,  but  just  as  much  if  stand- 
ing a  few  feet  from  him  as  if  at  the  mast-head,  since,  upon 
the  whole,  the  chance  of  misapprehension  is  not  much  less  in 
one  case  than  in  the  other. 

The  common  run  of  orders,  however,  are  sufficiently  an- 
swered by  the  usual  reply  of  "  Ay,  ay,  sir  ! "  which  is  the  pro- 
per seaman's  answer,  where  the  repetition  of  the  order  is  not 
necessary.  But  some  answer  or  other  should  always  be  made  to 
an  order.  This  is  a  rule  difficult  to  impress  upon  beginners, 
but  the  reasonableness  of  it  is  obvious,  and  it  is  well  under- 
stood among  all  seafaring  persons ;  and  even  though  an  offi- 


172  MISCELLANEOUS. 

cer  should  see  that  the  man  was  executing  his  order,  he  still 
would  require,  and  has  a  right  to  demand  a  reply.  The  rule 
is  as  strictly  observed  by  the  master  and  officers  between 
themselves,  as  it  is  required  by  them  of  the  men ;  for  the  rea- 
son is  the  same.  It  is  almost  unnecessary  to  say  that  the  ad- 
dition *  Sir '  is  always  to  be  used  in  speaking  to  the  master  or 
to  either  of  the  mates.  The  mates  in  their  turn  use  it  to  the 
master.  'Mr.'  is  always  to  be  prefixed  to  the  name  of  an 
officer,  whether  chief  or  second  mate. 

In  well-disciplined  vessels,  no  conversation  is  allowed  among 
the  men  when  they  are  employed  at  their  work ;  that  is  to 
say,  it  is  not  allowed  in  the  presence  of  an  officer  or  of  the 
master;  and  although,  when  two  or  more  men  are  together 
aloft,  or  by  themselves  on  deck,  a  little  low  conversation  might 
not  be  noticed,  yet  if  it  seemed  to  take  off  their  attention,  or 
to  attract  the  attention  of  others,  it  would  be  considered  a 
misdemeanor.  In  this  respect  the  practice  is  different  in  dif- 
ferent vessels.  Coasters,  fishermen,  or  small  vessels  on  short 
voyages,  do  not  preserve  the  same  rule ;  but  no  seaman  who 
has  been  accustomed  to  first  class  ships  will  object  to  a  strict- 
ness as  to  conversations  and  laughing,  while  at  day's  work, 
very  nearly  as  great  as  is  observed  in  a  school.  While  the 
crew  are -below  in  the  forecastle,  great  license  is  given  them; 
and  the  severest  officer  will  never  interfere  with  the  noise  and 
sport  of  the  forecastle,  unless  it  is  a  serious  inconvenience  to 
those  who  are  on  deck.  In  working  ship,  when  the  men  are 
at  their  stations,  the  same  silence  and  decorum  is  observed. 
But  during  the  dog-watches,  and  when  the  men  are  together 
on  the  forecastle  at  night,  and  no  work  is  going  forward, 
smoking,  singing,  telling  yarns,  &c.,  are  allowed;  and,  in 
fact,  a  considerable  degree  of  noise  and  skylarking  is  permitted, 
unless  it  amounts  to  positive  disorder  and  disturbance. 

It  is  a  good  rule  to  enforce,  that  whenever  a  man  aloft 
wishes  anything  to  be  done  on  deck,  he  shall  hail  the  officer 
of  the  deck,  and  not  call  out,  as  is  often  done,  to  any  one  whom 
he  may  see  about  decks,  or  generally  to  have  a  thing  done  by 
whoever  may  happen  to  hear  him.  By  enforcing  this  rule  the 
officer  knows  what  is  requested,  and  may  order  it  and  see  that 
it  is  done  as  he  thinks  fit ;  whereas,  otherwise,  any  one  about 


MISCELLANEOUS.  173 

decks,  perhaps  a  green  hand,  may  execute  the  order  upon  his 
own  judgment  and  after  his  own  manner. 

STATIONS. — The  proper  place  for  the  seamen  when  they  are 
on  deck  and  there  is  no  work  going  forward,  is  on  the  fore- 
castle. By  this  is  understood  so  much  of  the  upper  deck  as  is 
forward  of  the  after  fore-shroud.  The  men  do  not  leave  this 
to  go  aft  or  aloft  unless  ship's  duty  requires  it  of  them.  In 
working  ship,  they  are  stationed  variously,  and  go  wherever 
there  is  work  to  be  done.  The  same  is  the  case  in  working 
upon  rigging.  But  if  a  man  goes  aft  to  take  the  wheel,  or  for 
any  other  purpose  which  does  not  require  him  to  go  to  wind- 
ward, he  will  go  on  the  lee  side  of  the  quarter-deck. 

FOOD,  SLEEP,  &c. — The  crew  eat  together  in  the  forecastle, 
or  on  deck,  if  they  choose,  in  fine  weather.  Their  food  is 
cooked  at  the  galley,  and  they  are  expected  to  go  to  the  galley 
for  it  and  take  it  below  or  upon  the  forecastle.  The  cook  puts 
the  eatables  into  wooden  tubs  called  "  kids,"  and  of  these  there 
are  more  or  less,  according  to  the  number  of  men.  The  tea 
or  coffee  is  served  out  to  each  man  in  his  tin  pot,  which  he 
brings  to  the  galley.  There  is  no  table,  and  no  knives  nor 
forks  to  the  forecastle ;  but  each  man  helps  himself,  and  fur- 
nishes his  own  eating  utensils.  These  are  usually  a  tin  pot 
and  pan,  with  an  iron  spoon. 

The  usual  time  for  breakfast  is  seven  bells,  that  is,  half  past 
seven  o'clock  in  the  morning.  Consequently,  the  watch  below 
is  called  at  seven  bells,  that  they  may  get  breakfast  and  be 
ready  to  take  the  deck  at  eight  o'clock.  Sometimes  all  hands 
get  breakfast  together  at  seven  bells  ;  but  in  bad  weather,  or  if 
watch  and  watch  is  given,  it  is  usual  for  the  watch  below  to 
breakfast  at  seven  bells,  and  the  watch  on  deck  at  eight  bells, 
after  they  are  relieved.  The  dinner  hour  is  twelve  o'clock,  if 
all  hands  get  dinner  together.  If  dinner  is  got  '  by  the  watch,' 
the  watch  below  is  called  for  dinner  at  seven  bells  (half  past 
eleven,)  and  the  other  watch  dine  when  they  go  below,  at 
twelve. 

If  all  hands  are  kept  in  the  afternoon,  or  if  both  watches  get 
supper  together,  the  usual  hour  is  three  bells,  or  half  past  five ; 
but  if  supper  is  got  by  the  watch,  three  bells  is  the  time  for 
one  watch  and  four  for  the  other. 
15* 


174  MISCELLANEOUS. 

In  bad  weather,  each  watch  takes  its  meals  during  the  watch 
below,  as,  otherwise,  the  men  would  be  liable  to  be  called  up 
from  their  meals  at  any  moment. 

As  to  the  time  allowed  for  SLEEP;  it  may  be  said,  generally, 
that  a  sailor's  watch  below  is  at  his  own  disposal  to  do  what 
he  chooses  in,  except,  of  course,  when  all  hands  are  called. 
The  meal  times,  and  time  for  washing,  mending,  reading, 
writing,  &c.,  must  all  come  out  of  the  watch  below;  since, 
whether  there  is  work  going  forward  or  not,  a  man  is  consid- 
ered as  belonging  to  the  ship  in  his  watch  on  deck.  At  night, 
however,  especially  if  watch  and  watch  is  not  given,  it  is  the 
custom  in  most  merchant  vessels,  in  good  weather,  to  allow 
the  watch  to  take  naps  about  the  decks,  provided  one  of  them 
keeps  a  look-out,  and  the  rest  are  so  that  they  can  be  called 
instantly.  This  privilege  is  rather  a  thing  winked  at  than 
expressly  allowed,  and  if  the  man  who  has  the  look-out  falls 
asleep,  or  if  the  rest  are  slow  in  mustering  at  a  call,  they  are 
all  obliged  to  keep  awake.  In  bad  weather,  also,  or  if  near 
land,  or  in  the  track  of  other  vessels,  this  privilege  should  not 
be  granted.  The  men  in  each  watch  usually  arrange  the 
helms  and  look-outs  among  themselves,  so  that  a  man  need 
not  have  a  helm  and  a  look-out  during  the  same  watch.  A 
man  should  never  go  below  during  his  watch  on  deck,  without 
permission ;  and  if  he  merely  steps  down  into  the  forecastle 
for  an  instant,  as,  to  get  his  jacket,  he  should  tell  some  one, 
•  who  may  speak  to  him  at  once,  if  the  watch  is  called  upon. 


PART  III. 

LAWS  RELATING  TO  THE  PRACTICAL  DUTIES  OF  MAS- 
TER AND  MARINERS. 


CHAPTER  I. 

THE  VESSEL. 

Title.  Bill  of  sale.  Registry.  Enrolment.  License.  Documents. 
Certificate.  Passport.  Sea-letter.  List  of  crew.  Bill  of  health. 
General  clearance.  Clearing  manifest.  Invoice.  Bill  of  lading. 
Charter-party.  Log-book.  Manifest.  List  of  passengers  and  crew. 
Remaining  sea-stores.  Medicine-chest.  Provisions. 

TITLE. — The  bill  of  sale  is  the  proper  evidence  of  title  to 
all  vessels.  It  is  the  instrument  of  transfer  which  is  used  in 
all  maritime  countries,  which  courts  of  law  look  to  for  proof 
of  title,  and  which  is  in  most  cases  absolutely  required.1 

Possession  of  the  vessel  should  also  accompany  the  bill  of 
sale,  whenever  it  is  practicable.  If  the  bill  of  sale  is  trans- 
ferred while  the  vessel  is  at  sea,  possession  should  be  taken 
immediately  upon  her  arrival  in  port.  The  fact  of  the  bill 
of  sale  being  with  one  person  and  the  actual  possession  of  the 
vessel  with  another,  after  there  has  been  an  opportunity  to 
transfer  it,  will  raise  a  presumption  of  fraud,  and  make  the 
parties  liable  to  losses  and  difficulties  in  dealing  with  cred- 
itors, and  such  as  purchase  in  good  faith.b 

REGISTRY,  ENROLMENT,  AND  LICENSE. — The  laws  of  the 
United  States  have  given  many  privileges  to  vessels  built, 

a  5  Rob.  Ad.  155.  1  Mason,  139  ;  2  do.  435  ;  4  do.  390.  16  Mass.  336. 
7  Johns.  308.  But  see  8  Pick.  89.  16  Mass.  663. 

b  4  Mass.  663.  4  Mason,  183.  9  Pick.  4.  6  Mass.  422 ;  15  do.  477 ;  18 
do.  389. 


176  THE   VESSEL. 

owned  and  commanded  by  our  own  citizens.  Such  vessels 
are  entitled  to  be  registered,  enrolled  or  licensed,  according  to 
circumstances,  and  are  thereupon  considered  "  vessels  of  the 
United  States,  entitled  to  the  benefits  and  privileges  apper- 
taining to  such  ships."  The  only  vessels  entitled  to  a  register 
are  those  built  in  the  United  States  and  owned  wholly  by  citi- 
zens thereof;  vessels  captured  in  war  by  our  citizens,  and  con- 
demned as  prizes;  and  vessels  adjudged  to  be  forfeited  for 
breach  of  the  laws  of  the  United  States,  being  wholly  owned 
by  such  citizens.  No  owner  is  compelled  to  register  his 
vessel,  but  unless  registered  (with  the  exception  of  those 
enrolled  and  licensed  in  the  coasting  and  fishing  trades)  she 
is  not  entitled  to  the  privileges  and  benefits  of  a  "  vessel 
of  the  United  States,"  although  she  be  built,  owned  and  com- 
manded by  citizens  thereof.* 

Vessels  employed  wholly  in  the  whale-fishery,  owned  by 
an  incorporated  company,  may  be  registered,  so  long  as  they 
shall  be  wholly  employed  therein  .b  If  not  so  owned  and 
registered,  they  must  be  enrolled  and  licensed.0 

The  name  of  every  registered  vessel,  and  the  port  to  which 
she  belongs,  must  be  painted  on  her  stern,  on  a  black  ground, 
in  white  letters,  of  not  less  than  three  inches  in  length.  And  if 
any  registered  vessel  is  found  without  her  name  and  the  name 
of  her  port  so  painted,  the  owners  thereof  forfeit  fifty  dollars  .d 

In  order  to  the  obtaining  of  a  register,  oath  must  be  made 
that  the  master  is  a  citizen  of  the  United  States.6  If  the  mas- 
ter of  a  registered  vessel  is  changed,  or  if  the  vessel's  name 
is  altered,  such  fact  must  be  endorsed  upon  the  register  at  the 
custom-house,  otherwise  she  will  cease  to  be  considered  a 
vessel  of  the  United  States/ 

If  any  certificate  of  registry  is  fraudulently  or  knowingly 
used  for  any  ship  or  vessel  not  at  the  time  entitled  to  it,  such 
ship  or  vessel,  with  her  tackle,  apparel  and  furniture,  shall  be 
forfeited  to  the  United  States. s  If  an  enrolled  or  licensed  ves- 


a  Act  1792,  ch.  45,  §1.  b  Act  1831,  ch.  350,  §1. 

c  3  Sumner,  342.  2  Law  Rep.  146  contra. 

d  Act  1792,  ch.  45,  §3.  e  Do.  §4,  §12. 

f  Act  1792,  ch.  45,  §23.  S  Do.  §27. 


THE    VESSEL.  177 

sel  is  about  to  proceed  on  a  foreign  voyage,  she  must  surrender 
her  enrolment  and  license,  and  take  out  a  register,  or  she,  to- 
gether with  her  cargo,  will  be  liable  to  forfeiture.*  In  case  of 
the  loss  of  a  register,  the  master  may  make  oath  to  the  fact, 
and  obtain  a  new  one. 

All  vessels  engaged  in  the  coasting  and  fishing  trades, 
above  twenty  tons'  burden,  in  order  to  be  entitled  to  the  privi- 
leges of  vessels  of  the  United  States  in  those  trades,  must 
be  enrolled  and  licensed ;  and  if  less  than  twenty  tons,  must  be 
licensed.5  The  same  qualifications  and  requisites  in  all 
respects  are  demanded  in  order  to  the  enrolling  and  licensing 
of  a  vessel,  which  are  required  for  registering.0  The  name 
must  be  painted  on  the  stern  in  the  same  manner,  under 
penalty  of  $20.d 

If  any  vessel  licensed  for  the  fisheries  engages  in  any  other 
business  not  expressly  allowed  by  the  license,  she  is  for- 
feited.6 Vessels,  however,  licensed  for  the  mackerel  trade 
are  not  forfeited  in  consequence  of  having  been  engaged  in 
catching  cod,  or  other  fish ;  but  they  are  not  entitled  to  the 
bounty  allowed  to  vessels  in  the  cod  fisheries/  The  officers 
and  at  least  three  fourths  of  the  crew  of  every  fishing  vessel 
must  be  American  citizens,  or  they  can  recover  none  of  the 
bounties.' 

DOCUMENTS. — Every  registered  vessel  should  have  a  cer- 
tificate  of  registry. ,h  This  is  an  abstract  of  the  record  of 
registry,  showing  the  names  and  residences  of  the  owners,  the 
place  where  the  vessel  was  built,  with  a  particular  description 
of  the  vessel.  This  document  shows  the  national  character 
of  the  vessel,  and  is  important  to  prove  neutrality  in  time 
of  war  between  other  powers.  For  the  same  reasons,  an 
enrolled  vessel  should  have  a  certificate  of  enrolment.1  Ves- 
sels bound  to  Europe  should  have  passports.  A  passport  is  a 
permission  from  the  government  for  the  vessel  to  go  upon  her 
voyage,  and  contains  a  description  of  the  vessel,  crew,  &c., 
and  the  name  of  the  master.  Vessels  bound  round  Cape 

*  Act  1793,  ch.  52,  §8.     b  Do.  §1.     c  Do.  §2.     <*  Do.  §11. 

•  Act  1793,  ch.  52,  §32.    f  Acts  1828,  ch.  119,§1,  and  1836,  ch.  55,  §1. 
e  Act  1817,  ch.  204,  §3.    *  Act  1792,  ch.  45    >  Act  1793,  ch.  52. 


178  THE    VESSEL. 

Horn  or  the  Cape  of  Good  Hope  should  have  sea-letters. 
These  contain  a  description  of  the  cargo,  &c.,  and  are  written 
in  four  languages — English,  French,  Dutch  and  Spanish. 
The  two  latter  documents  are  rendered  necessary  or  expedi- 
ent by  reason  of  treaties  with  foreign  powers.  Every  vessel 
should  have  a  list  of  crew.  This  specifies  the  name,  age, 
place  of  birth  and  residence,  &c.,  of  each  one  of  the  ship's 
company ;  and  is,  of  course,  very  useful  when  sailing  among 
belligerents.  The  other  documents  are  the  bill  of  health, 
general  clearance,  clearing  manifest,  invoice  and  bill  of  lading 
for  the  cargo,  charter-party,  if  one  has  been  given,  and  the 
log-book.  On  entering  at  the  custom-house,  the  papers 
required  in  addition  to  these  are  the  manifest,  list  of  passengers 
and  crew,  and  of  remaining  sea-stores. 

MEDICINE-CHEST. — Every  vessel  belonging  to  citizens  of  the 
United  States,  of  the  burden  of  one  hundred  and  fifty  tons  or 
upwards,  navigated  by  ten  or  more  persons  in  the  whole,  and 
bound  on  a  foreign  voyage,  must  be  provided  with  a  medicine- 
chest,  put  up  by  some  apothecary  of  known  reputation,  and 
accompanied  by  directions  for  using  the  same.  This  chest 
must  be  examined  and  refitted  by  the  same  or  some  other 
apothecary  at  least  once  in  a  year.*  The  same  rule  applies  to 
vessels  of  seventy-five  tons  and  upwards,  navigated  by  six 
persons  in  the  whole,  and  bound  to  the  West  Indies.b 

NATIONAL  CHARACTER  OF  CREW. — In  order  to  be  placed 
upon  the  most  favorable  footing  as  to  duties,  bounties,  &c.,  it 
is  necessary  that  the  master,  officers,  and  two  thirds  of  the 
rest  of  the  crew  of  vessels  in  the  foreign  trade,  and  officers 
and  three  fourths  of  the  crew  of  fishing  and  coasting  vessels, 
should  be  citizens,  or  "persons  not  the  subjects  of  any  foreign 
prince  or  state."0  Nevertheless,  while  foreigners  are  em- 
ployed in  our  vessels,  they  are  under  the  protection  of  our 
laws  as  "  mariners  and  seamen  of  the  United  States. "d 

PROVISIONS. — Every  vessel  of  the  United  States  bound  on 
a  voyage  across  the  Atlantic,  shall,  at  the  time  of  leaving  the 
last  port  from  which  she  sails,  have  on  board,  well  secured 

»  Act  1790,  ch.  56,  §8.  b  Act  1805,  ch.  88,  §1. 

«  Act  1817,  ch.  204,  §3,  5,  6.  d  3  Sumner,  115. 


MASTER'S  RELATION  TO  VESSEL  AND  CARGO.          179 

under  deck,  at  least  sixty  gallons  of  water,  one  hundred  pounds 
of  salted  beef,  and  one  hundred  pounds  of  wholesome  ship 
bread,  for  every  person  on  board,  (over  and  above  any  stores 
that  the  master  or  passengers  may  have  put  on  board ;)  and 
in  like  proportions  for  shorter  or  longer  voyages.  If  any 
vessel  is  not  so  provided,  and  the  crew  are  put  upon  short 
allowance  of  bread,  flesh  or  water,  they  can  recover  an  ad- 
ditional day's  wages  for  every  day  they  are  so  allowanced  .a 

PASSENGERS. — The  same  provision,  with  the  addition  of 
one  gallon  of  vinegar,  must  be  made  for  every  passenger; 
and  if,  in  default  of  these,  the  passengers  are  put  on  short 
allowance,  each* passenger  can  recover  three  dollars  for  every 
day  he  is  so  allowanced.13 

If  any  vessel  takes  on  board  a  greater  number  of  passengers 
than  two  for  every  five  tons,  custom-house  measurement,  the 
master  forfeits  $150  for  every  such  passenger;  and  if  the 
number  by  which  they  exceed  two  for  every  five  tons  shall 
amount  to  twenty,  the  vessel  becomes  forfeited.0 


CHAPTER  II. 

THE  MASTER'S  RELATION  TO  VESSEL  AND  CARGO. 

Revenue  duties  and  obligations.  List  of  crew.  Certificate.  Sea  letter. 
Passport.  List  of  passengers.  Manifest.  Sea  stores.  Unloading. 
Post-office.  Report.  Citizenship.  Coasting  license.  Power  to  sell 
and  hypothecate.  Keeping  and  delivering  cargo.  Deviation.  Col- 
lision. Pilot.  Wages  and  advances. 

REVENUE  DUTIES  AND  OBLIGATIONS. — The  master  of  every 
vessel  bound  on  a  foreign  voyage,  before  clearance,  must  give 
to  the  collector  of  the  customs  a  list  of  the  crew,  specifying 
their  names,  places  of  birth  and  residence,  and  containing  a 
description  of  their  persons ;  whereupon  he  is  entitled  to  a 


a  Act  1790,  ch.  56,  §9.  b  Act  1819,  ch.  170,  §3.  c  Do.  §1,  2. 


180  MASTER'S  RELATION  TO 

certified  copy  of  the  same  from  the  collector.  This  copy  he 
must  deliver,  under  a  penalty  of  $400,  to  the  first  hoarding 
officer  upon  his  arrival  in  the  United  States,  and  produce  the 
persons  named  therein,  unless  the  same  have  heen  discharged 
in  a  foreign  country,  with  the  consent  of  the  consul  or  other 
commercial  agent  thereto  certified  in  writing  under  his  hand 
and  official  seal ;  or  hy  showing  that  they  have  died  or 
absconded,  or  been  impressed  into  foreign  service.*  The 
duplicate  list  of  the  crew  shall  be  a  fair  copy,  in  one  uniform 
handwriting,  without  erasure  or  interlineation.5 

The  owners  must  also  obtain  from  the  collector  of  the  cus- 
toms a  certified  copy  of  the  shipping  articles.  This  must  be 
produced  by  the  master  before  any  consul  or  commercial  agent 
who  may  demand  it,  and  all  erasures  in  it  or  writings  in  a 
different  hand  shall  be  deemed  fraudulent,  unless  satisfactorily 
explained.0 

The  master  of  every  vessel  of  the  United  States,  on  arriving 
at  a  foreign  port,  must  deposit  with  the  consul,  or  other  com- 
mercial agent,  his  certificate  of  registry,  sea  letter,  and  pass- 
port (if  he  have  one,)  under  a  penalty  of  $500.  The  consul 
returns  them  to  him,  upon  his  obtaining  a  clearance .d 

Upon  arriving  in  the  United  States,  the  master  must  report 
to  the  collector  a  list  of  passengers,  specifying  their  names, 
age,  sex,  occupation,  the  country  of  which  they  are  citizens, 
and  that  in  which  they  intend  to  reside.  This  is  under  a 
penalty  of  $500. e 

Vessels  arriving  from  foreign  ports  must  unlade  and  deliver 
their  cargoes  between  sunrise  and  sunset,  unless  by  special 
permission  of  the  collector  of  the  port. 

In  making  out  manifests  of  cargoes,  the  master  must 
specify  what  articles  are  to  be  deemed  sea  stores,  and  declare 
the  same  upon  oath.  If  the  collector  deems  the  amount 
excessive,  he  may  charge  them  with  a  duty.  If  the  cargo  is 
found  to  exceed  the  manifest,  the  excess  is  forfeited  to  the 
government,  and  the  master  is  liable  to  pay  treble  the 
amount/ 

a  Act  1803,  ch.  62,  §1.   b  Act  1840,  ch.  28,  §1.   cj)o. 

d  Act  1803,  ch.  62,  §2.   e  Act  1819,  ch.  170,  §4.   f  Act  1799.  ch.  128,  §45. 


VESSEL   AND   CARGO.  181 

If  the  master  land  any  of  the  sea  stores,  without  first 
obtaining  a  permit,  such  stores  are  forfeited,  and  the  master 
becomes  liable  to  pay  treble  the  value  of  them.* 

The  master  subjects  himself  to  a  fine  of  $200  if  the  vessel 
departs  on  a  foreign  voyage  without  a  passport. 

It  is  the  duty  of  the  master,  coming  from  a  foreign  port,  to 
have  a  manifest  of  cargo  and  a  copy  of  the  same  made  out 
and  ready  for  delivery  to  any  officer  of  the  customs  who  may 
board  the  vessel  within  four  leagues  of  the  coast .b  Unless 
this  manifest  is  produced,  no  merchandise  can  be  unloaded 
from  the  vessel.  The  manifest  shall  specify  the  port  where 
the  merchandise  was  received,  the  port  to  which  it  is 
consigned,  the  name,  build  and  description  of  the  vessel,  with 
the  name  of  the  master  and  owner,  the  marks  and  numbers  of 
each  package  of  goods,  with  the  name  of  the  consignee; 
and  also  the  names  of  the  passengers  with  their  baggage,  and 
the  account  of  all  remaining  sea  stores.0 

If  any  goods  are  unladed  within  four  leagues  of  the  coast, 
or  within  the  limits  of  any  district,  without  authority  from 
the  proper  officer,  except  in  case  of  accident  or  necessity — 
which  must  be  strictly  proved — such  goods  are  forfeited,  and 
the  master  and  mate  incur,  respectively,  a  penalty  of  $1000  for 
each  offence .d 

If  the  master  refuses  to  exhibit  his  manifest  and  deliver  a 
copy  of  the  same  to  the  boarding  officer,  or  to  inform  him  of 
the  true  destination  of  the  vessel,  he  incurs  a  penalty  of  $500 
for  each  offence.6 

The  master  must  deposit  all  his  letters  in  the  post-office 
before  entering  his  cargo ;  and  if  he  shall  break  bulk  before 
depositing  his  letters,  he  forfeits  $100  for  each  offence/ 

If  any  merchandise  is  imported  into  the  United  States  not 
contained  in  the  manifest,  the  master  of  the  vessel  forfeits 
a  sum  equal  to  the  value  of  such  merchandise ;  and  if  any-  of 
it  belongs  or  is  consigned  to  the  master,  or  to  any  officer  or 
seaman  on  board,  it  becomes  forfeited;  unless  it  shall  be 

*  Act  1799,  ch.  128,  §45.  b  Do.  §23.  c  Act  1819,  ch.  170,  §4. 

d  Act  1799,  ch.  128,  §27.  «  Do.  §26.  f  Act  1825,  ch.  275,  §17. 

16 


182  MASTER'S  RELATION  TO 

made  to  appear  that  the   omission  occurred  by  accident  or 
mistake.* 

The  master  of  a  vessel  arriving  from  a  foreign  port  must 
report  himself  to  the  collector  within  twenty-four  hours,  and 
within  forty-eight  hours  he  must  make  a  further  and  more 
particular  report,  in  writing,  under  penalty  of  $100;  and  if 
he  shall  attempt  to  leave  the  port  without  entry  he  forfeits 


If  any  articles  reported  in  the  manifest  are  not  found  on 
board,  the  master  forfeits  $500,  unless  it  shall  be  made  to 
appear  that  the  same  was  caused  by  accident  or  mistake. 

The  master  of  every  vessel  bound  on  a  foreign  voyage  must 
deliver  a  manifest  of  cargo  to  the  collector,  and  obtain  a  clear- 
ance, under  penalty  of  $500. c 

The  master  of  every  vessel  enrolled  and  licensed  in  the 
coasting  trade  must  be  a  citizen  of  the  United  States ;  and  if 
the  vessel  trades  to  any  other  than  an  adjoining  state,  three 
fourths  of  the  crew  must  be  citizens.  If  the  master  of  a 
coasting  vessel  is  changed,  such  change  must  be  reported  to 
the  collector  of  the  port  where  the  change  is  made.d 

The  master  of  every  coasting  vessel  must  deliver  up  his 
license  within  three  days  after  it  expired,  or,  if  the  vessel  was 
then  at  sea,  within  three  days  after  her  first  arrival  thereafter, 
under  a  penalty  of  $50. 

The  master  of  a  coasting  vessel  departing  from  one  great 
district  to  another,  must  deliver  to  the  collector  duplicate 
manifests  of  all  the  cargo  on  board,  under  penalty  of  $50 ;  and 
within  forty-eight  hours  after  his  arrival  at  the  port  of  delivery, 
and  before  breaking  bulk,  he  must  deliver  to  the  collector  the 
manifest  certified  to  by  the  collector  of  the  former  port,  under 
penalty  of  $100. e  If  the  vessel  shall  at  any  time  be  found 
without  a  manifest  on  board,  the  master  forfeits  $20,  and  if 
he  refuses  to  inform  the  officer  of  his  last  port  of  departure,  he 
forfeits  $100. f 

POWER  TO  SELL  AND  HYPOTHECATE.  —The  master  has,  in 
certain  cases,  power  to  hypothecate  the  ship  and  cargo,  and 

a  Act  1799,  ch.  128,  §24.  b  Do.  §30.  c  Do.  §3. 

d  Act  1793,  ch.  52,  §12.  *  Do.  §17.  f  Do.  §18. 


VESSEL    AND    CARGO.  183 

also  to  sell  a  part  of  the  cargo ;  and  in  certain  extreme  cases  a 
sale  of  the  ship  and  cargo,  made  from  necessity,  and  in  the 
utmost  good  faith,  will  be  upheld.  His  right  to  do  any  of 
these  acts  is  confined  to  cases  of  necessity,  in  distant  ports, 
where  he  cannot  get  the  advice  of  the  owner.  The  safest  rule 
for  the  ma'ster  is,  to  bear  in  mind  that  his  duty  is  to  prosecute 
the  voyage,  and  that  all  his  acts  must  be  done  for  this  purpose, 
and  in  good  faith.  If  a  necessity  arises  in  a  foreign  port  for 
the  repairing  or  supplying  of  the  ship,  he  must,  in  the  first 
instance,  make  use  of  any  property  of  the  owner  he  may  have 
under  his  control,  other  than  cargo. a  If,  however,  he  has 
money  of  the  owner  in  his  hands,  put  on  board  for  the  purpose 
of  procuring  a  cargo,  he  is  not  bound  to  apply  this  first ;  but 
must  use  his  discretion,  bearing  in  mind  that  all  repairs  have 
for  their  sole  object  the  prosecution  of  the  voyage,  which 
might  be  defeated  by  making  use  of  these  funds. b  His  next 
recourse  should  be  to  the  personal  credit  of  the  owner,  by 
drawing  bills,  or  otherwise.0 

If  these  means  fail,  he  is  next  to  hypothecate  (that  is,  pledge) 
the  ship  (bottomry,)  or  cargo  (respondentia,)  or  freight,  or  sell 
part  of  the  cargo,  according  to  circumstances.  If  the  owner  of 
the  ship  is  also  owner  of  the  cargo,  the  better  opinion  seems  to 
be,  that  the  master  may  take  whichever  of  these  means  can  be 
adopted  with  the  least  sacrifice  of  the  owner's  interest ;  though, 
probably,  selling  part  of  the  cargo  would  in  almost  all  cases  be 
the  least  favorable  course  for  all  the  purposes  of  the  voyage. d 
If  the  owner  of  the  ship  is  not  owner  of  the  cargo,  the  master 
should  bear  in  mind  that  he  is  agent  of  the  former,  and  has 
generally  no  further  control  over  the  cargo  than  for  safe  keep- 
ing and  transportation.6  He  should,  therefore,  first  exhaust 
the  credit  of  the  ship  and  freight  by  hypothecation ;  and  if 
these  means  fail,  he  then  becomes,  by  necessity,  agent  for  the 
owners  of  the  cargo  for  the  purposes  of  the  voyage,  and  may 
hypothecate  the  whole,  or  sell  a  part,  according  to  circum- 
stances. As  to  selling  part,  he  should  remember  that  his 
duty  is  to  carry  forward  the  objects  of  the  voyage,  and  that 

»  3  Mason,  255.  b  Do.  c  2  Wash.  C.  C.  226. 

<J  2  Wash.  C.  C.  226.  e  P«. 


184  MASTER'S  RELATION  TO 

selling  a  large  part  would  probably  impair  these  objects  more 
than  hypothecating  the  whole. a 

In  no  case  can  any  of  the  cargo  be  sold  or  hypothecated  to 
repair  or  supply  the  ship,  unless  these  repairs  and  supplies  are 
to  be  for  the  benefit  of  the  cargo.  The  strictest  proof  is  always 
required  that  the  repairs  were  in  the  first  place  necessary,  and, 
in  the  next  place,  that  they  were  for  the  benefit  of  the  cargo, 
and  not  merely  for  the  good  of  the  ship-owner .b 

A  further  question  arises,  whether  the  master  has  ever,  and 
when,  the  right  to  sell  the  whole  cargo  and  the  ship  itself. 
If  it  should  be  impossible  to  repair  the  ship  and  send  her  on 
the  voyage  by  any  of  the  means  before  mentioned,  it  then 
becomes  the  master's  duty  to  forward  the  cargo  to  the  port  of 
destination  by  some  other  conveyance.  If  neither  of  these 
things  can  be  done,  then  he  becomes,  from  necessity,  agent  of 
the  owner  of  the  cargo,  and  must  make  the  best  disposition  of 
it  in  his  power.  If  the  goods  are  perishable,  the  owner  can- 
not be  consulted  within  a  reasonable  time,  and  has  no  agent 
in  the  port,  and  something  must  be  done  with  the  cargo,  and 
there  is  no  one  else  to  act — then  the  master  must  dispose  of 
it  in  such  a  way  as  best  to  subserve  the  interest  of  its  owner. 
He  should  take  the  advice  of  the  commercial  agent  or  other 
suitable  persons,  should  also  use  his  own  judgment  and  act 
with  good  faith,  and  take  care  to  preserve  evidence  that  he 
has  so  done.  If  all  these  requisites  are  not  complied  with, 
he  will  incur  the  danger  of  having  his  acts  set  aside.0 

The  rule  as  to  the  sale  of  the  ship  is  very  nearly  the  same, 
except  that  it  is,  perhaps,  still  more  strict.  If  all  means  for 
repairing  the  vessel  and  sending  her  on  her  voyage  have 
failed,  and  a  case  of  absolute  necessity  arises,  the  master  may 
make  a  sale  of  her.  As  a  prudent  man,  he  should  have 
the  sale  made,  if  possible,  under  the  authority  of  the  judicial 
tribunals  of  the  place.  Even  this  will  not,  of  itself,  render  the 
sale  valid,  but  will  go  far  toward  sustaining  it.  He  should 
consult  the  consul,  or  other  suitable  persons ;  should  have  a 
survey  made ;  should  take  care  to  have  the  sale  conducted 


a  3  Mason,  255.    1  Wash.  C.  C.  49 ;  2  Do.  226.   3  Rob.  240. 

*>  2  Wash.  226.  3  Rob.  240.  '  2  Wash.  C.  C.  150.    3  Rob.  240. 


VESSEL    AND    CARGO.  185 

publicly  and  with  the  best  faith  in  all  parties,  and  to  preserve 
evidence  of  the  same.  Although  a  person  should  buy  in  good 
faith,  yet  the  sale  will  be  set  aside  unless  it  can  be  shown  that 
there  was  the  strictest  necessity  for  it.  The  master  must  not 
become  a  purchaser  himself,  and  even  if  he  afterwards  buys 
of  one  who  purchased  at  the  sale,  this  transaction  will  be 
very  narrowly  watched,  and  he  will  be  bound  to  show  the  very 
highest  good  faith  in  all  parties/ 

The  strictness  of  these  rules  should  not  deter  the  master 
from  acting,  where  the  interest  of  all  requires  it,  but  will  show 
him  the  risk  that  is  run  by  acting  otherwise  than  with  pru- 
dence and  entire  honesty.  He  should  remember,  too,  that, 
in  taking  command  of  a  vessel,  he  not  only  covenants  that 
he  will  act  honestly  and  with  the  best  of  his  judgment,  but 
also  holds  himself  out  as  having  a  reasonable  degree  of  skill 
and  prudence.13 

As  to  the  safe  keeping,  transportation,  and  delivery  of  the 
cargo,  the  master's  duties  and  obligations  are  those  of  a  com- 
mon carrier  upon  land.  He  is  bound  to  the  strictest  diligence 
in  commencing  and  prosecuting  the  voyage,  a  high  degree  of 
care  both  of  vessel  and  goods,  and  is  held  liable  for  all  losses 
and  injuries  not  occasioned  by  inevitable  accident,  or  by  the 
acts  of  public  enemies.  He  is  answerable  also  for  unneces- 
sary delays  and  deviations,  and  for  the  wrongful  or  negligent 
acts  of  all  persons  under  his  command.  At  the  termination 
of  the  voyage,  he  must  deliver  the  goods  to  the  consignee  or 
his  agents.  A  landing  upon  the  wharf  is  a  sufficient  delivery, 
if  due  notice  be  given  to  the  parties  who  are  to  receive  them. 
He  is  not,  however,  bound  to  deliver  until  the  freight  due  is 
paid  or  secured  to  his  satisfaction,  as  he  has  a  lien  upon  the 
goods  for  his  freight ;  but  the  consignee  can  require  the  goods 
to  be  taken  from  the  hold,  in  order  that  he  may  examine  them, 
before  paying  freight.  In  such  case  they  should  not  go  out 
of  the  possession  of  the  master  or  his  agents. 

DEVIATION. — The  master  must  not  deviate  from  the  course 
of  the  voyage.  By  a  deviation  is  meant,  technically,  any 
alteration  of  the  risk  insured  against,  without  necessity  or 

*  5  Mason,  465.   2  Sumner,  206.    Edwards,  117.  b  1  Dallas,  184. 

16* 


186  MASTER'S  RELATION  TO 

reasonable  cause.  It  may  be  by  departing  from  the  regular 
and  usual  course  of  the  voyage,  or  by  any  unusual  and  un- 
necessary delay.  A  deviation  renders  the  insurance  void, 
whether  the  loss  of  the  vessel  is  caused  by  the  deviation  or 
not.  It  is  not  a  deviation  to  make  a  port  for  repairs  or  sup- 
plies, if  there  be  no  unnecessary  delay,  nor  to  depart  from  the 
course  of  the  voyage  in  order  to  succor  persons  in  distress,  to 
avoid  an  enemy,  or  the  like. 

It  is  the  master's  duty,  within  twenty-four  hours  after 
arriving  at  his  first  port,  to  make  a  protest  in  case  of  any  acci- 
dent or  loss  happening  to  vessel  or  cargo.  The  log-book  also 
should  be  carefully  kept,  without  interlineations  or  erasures. 
The  master  must  also  enter  a  protest  in  case  any  American 
seaman  is  impressed,  and  transmit  a  copy  of  the  same  to  the 
secretary  of  state,  under  a  penalty  of  $>100.a 

COLLISION. — A  vessel  having  the  wind  free  must  make  way 
for  a  vessel  close-hauled.  The  general  practice  is,  that  when 
two  vessels  approach  each  other,  both  having  a  free  or  fair 
wind,  the  one  with  the  starboard  tacks  aboard  keeps  on  her 
course,  or,  if  any  change  is  made,  she  luffs,  so  as  to  pass  to 
windward  of  the  other;  or,  in  other  words,  each  vessel  passes 
to  the  right.  This  rule  should  also  govern  vessels  sailing  on 
the  wind  and  approaching  each  other,  when  it  is  doubtful 
which  is  to  windward.  But  if  the  vessel  on  the  larboard  tack 
is  so  far  to  windward  that  if  both  persist  in  their  course  the 
other  will  strike  her  on  the  lee  side,  abaft  the  beam,  or  near 
the  stern ;  in  such  case,  the  vessel  on  the  starboard  tack  must 
give  way,  as  she  can  do  so  with  less  loss  of  time  and  greater 
facility  than  the  other.  These  rules  are  particularly  intended 
to  govern  vessels  approaching  each  other  under  circumstances 
that  prevent  their  course  and  movements  being  readily  dis- 
cerned with  accuracy,  as  at  night  or  in  a  fog.  At  other  times, 
circumstances  may  render  it  expedient  to  depart  from  them. 
A  steamer  is  considered  as  always  sailing  with  a  fair  wind, 
and  is  bound  to  do  whatever  would  be  required  of  a  vessel 
going  free.b 

*  Act  1796,  ch.  36,  §5. 

b  Report  of  Benjamin  Rich  and  others  to  District  Court  of  Mass. 


PASSENGERS   AND  OFFICERS.  187 

PILOT. — The  master  must  take  a  pilot  when  within  the 
usual  limits  of  the  pilot's  employment.*  If  he  neglects  or 
refuses  so  to  do,  he  becomes  liable  to  the  owners,  freighters, 
and  insurers.  If  no  pilot  is  at  hand,  he  must  make  signals, 
and  wait  a  reasonable  time.  The  master  is  to  be  justified 
in  entering  port  without  a  pilot  only  by  extreme  necessity. 
After  the  pilot  is  on  board,  the  master  has  no  more  control 
over  the  working  of  the  ship  until  she  is  at  anchor .b 

WAGES,  ADVANCES,  &c. — The  master  has  no  lien  upon  the 
ship  for  his  wages.0  He  is  supposed  to  look  to  the  per- 
sonal responsibility  of  the  owner.  He  has  a  lien  on  freight 
for  wages,  and  also  for  his  advances  and  necessary  expenses 
incurred  for  the  benefit  of  the  ship.d  He  can  sue  in  admiralty 
in  personam,  but  not  in  rem ; — that  is,  he  can  sue  the  owner 
personally,  but  cannot  hold  the  ship.  It  does  not  seem  to  be 
settled  in  the  United  States  whether  the  master  has  a  lien  on 
the  ship  for  advances  made  abroad  for  the  benefit  of  the  ves- 
sel.6 In  case  of  sickness,  the  master's  right  to  be  cured  at 
the  expense  of  the  ship  seems  to  be  the  same  as  that  of  the 
seamen/ 


CHAPTER  III. 

THE  MASTER'S  RELATION  TO  PASSENGERS  AND  OFFICERS. 

Treatment  of  passengers.     Removal  of  officers. 

PASSENGERS. — The  contract  of  passengers  with  the  master 
is  not  for  mere  ship-room  and  personal  existence  on  board, 
but  for  reasonable  food,  comforts,  necessaries,  and  kindness. 
In  respect  to  females,  it  extends  still  further,  and  includes  an 
implied  stipulation  against  obscenity,  immodesty,  and  a  wan- 

a  6  Rob.  316.  7  T.  R.  160.          b  2  B.  &  Ad.  380.   3  Kent's  Com.  175  c. 
*•  3  Mason,  91.  11  Pet.  R.  175.    d  Ware,  149.  But  see  5  Wend.  314. 
e  3  Mason,  255.  f  1  Sumner,  151. 


188  MASTER'S  RELATION  TO 

ton  disregard  of  the  feelings.  An  improper  course  of  conduct 
in  these  particulars  will  be  punished  by  the  court,  as  much  as 
a  personal  assault  would  be.a 

OFFICERS. — The  master  may  remove  either  of  his  officers 
from  duty  for  fraudulent  or  unfaithful  conduct,  for  gross 
negligence  and  disobedience,  or  for  palpable  incapacity.  But 
the  causes  of  removal  must  be  strong  and  evident ; b  and  much 
more  so  in  the  case  of  the  chief  mate  than  of  the  second  mate. 
Any  temporary  appointments,  made  by  the  master,  are  held  at 
his  pleasure,  and  stand  upon  a  different  footing  from  those  of 
persons  who  originally  shipped  in  the  character  in  question.0 

When  a  man  ships  in  a  particular  capacity,  as  carpenter, 
steward,  or  the  like,  he  is  not  to  be  degraded  for  slight 
causes.  He  stipulates  for  fair  and  reasonable  knowledge  and 
due  diligence,  but  not  for  extraordinary  qualifications. d 

The  right  of  the  master  to  compel  an  officer,  who  has  been 
removed,  to  do  duty  as  a  seaman  before  the  mast,  has  never 
been  completely  established;  but  the  better  opinion  would 
seem  to  be  that  he  may  do  it  in  a  case  of  necessity.  Merchant 
vessels  have  no  supernumeraries,  and  if  the  master  can  show 
that  the  officer  was  unfit  for  the  duties  he  had  undertaken,  and 
thus  made  it  necessary  to  take  some  one  from  the  forecastle 
to  fill  his  place,  and  that,  by  this  means,  the  ship  had  become 
short-handed,  he  may  turn  the  officer  forward,  assuming  the 
responsibility  for  the  act,  as  well  as  the  risk  of  justification. 
He  would  be  required  to  show  a  much  stronger  cause  for 
removing  the  chief  mate  than  would  be  insisted  upon  in  the 
case  of  a  second  mate ;  and  probably  this  necessity  for  exact- 
ing seaman's  duty  would  be  held  to  extend  no  further  than  an 
arrival  at  the  first  port  where  other  hands  could  be  shipped. 

Nothing  but  evident  unfitness  or  gross  and  repeated  mis- 
conduct will  justify  the  master  in  turning  a  person  forward 
who  shipped  in  another  capacity,  as  carpenter,  cook,  or  stew- 
ard. But  in  such  cases,  he  undoubtedly  may  do  so.  Still, 
when  before  the  mast,  he  cannot  require  of  them  the  duty  of 
able  seamen,  unless  they  are  such  in  fact. 

*  3  Mason,  242.  b  4  Wash.  334.  c  Gilpin,  83. 

«*  4  Mason,  84.  Abbott  Shipp.  147  n.    Ware,  109. 


THE    CREW.  189 

CHAPTER   IV. 

THE  MASTER'S  RELATION  TO  THE  CREW. 

Shipment.     Shipping  papers.    Discharge.     Imprisonment.    Punishment. 

SHIPMENT. — The  master  of  every  vessel  of  the  United  States, 
bound  on  a  foreign  voyage,  and  of  all  coasting  vessels  of  fifty 
tons  burden,  must  make  a  contract  in  writing  (shipping 
articles)  with  each  seaman,  specifying  the  voyage,  terms  of 
time,  &c. ;  and  in  default  thereof  shall  forfeit  $20  for  every 
case  of  omission,  and  shall  be  obliged  to  pay  every  such  sea- 
man the  highest  rate  of  wages  that  have  been  paid  for  such 
voyages  at  the  port  of  shipment  within  three  months  previ- 
ous to  the  commencement  of  the  voyage. a  And  when  the 
master  ships  a  seaman  in  a  foreign  port,  he  must  take  the 
list  of  crew  and  the  duplicate  of  the  shipping  articles  to  the 
consul  or  commercial  agent,  who  shall  make  the  proper 
entries  thereupon  ;  and  then  the  bond  originally  given  for  the 
return  of  the  men  shall  embrace  each  person  so  shipped.  All 
shipments  made  contrary  to  this  or  any  other  act  of  Congress 
shall  be  void,  and  the  seaman  may  leave  at  any  time,  and 
claim  the  highest  rate  of  wages  paid  for  any  man  who  shipped 
for  the  voyage,  or  the  sum  agreed  to  be  given  him  at  his  ship- 
ment.13 

At  the  foot  of  every  such  contract  there  shall  be  a  memoran- 
dum of  writing  of  the  day  and  hour  on  which  such  seaman 
shall  render  himself  on  board.  If  this  memorandum  is  made 
and  the  seaman  neglects  to  render  himself  on  board  at  the 
time  specified,  he  shall  forfeit  one  day's  pay  for  every  hour  he 
is  so  absent,  provided  the  master  or  mate  shall,  on  the  same 
day,  have  made  an  entry  of  the  name  of  such  seaman  in  the 
log-book,  specifying  the  time  he  was  so  absent.  And  if  the 
seaman  shall  wholly  neglect  to  render  himself  on  board,  or, 
after  rendering,  shall  desert  before  sailing,  so  that  the  vessel 
goes  to  sea  without  him,  he  then  forfeits  the  amount  of  his 

a  Act  1790,  ch.  56,  §1.  b  Act  1840,  ch.  23,  §1. 


190  MASTER'S  RELATION  TO 

advance  and  a  further  sum  equal  thereto,  both  of  which  may 
be  recovered  from  himself  or  his  surety.* 

There  is  no  obligation  upon  the  master  to  make  these  mem- 
orandums and  entries,  other  than  that  the  forfeitures  cannot  be 
inflicted  upon  the  seamen  unless  they  have  been  made  literally 
according  to  the  form  of  the  statute. 

If  any  seaman  who  has  signed  the  articles  shall  desert  dur- 
ing the  voyage,  the  master  may  have  him  arrested  and  com- 
mitted to  jail  until  the  vessel  is  ready  to  proceed,  by  applying 
to  a  justice  of  the  peace  and  proving  the  contract,  and  the 
breach  thereof  by  the  seaman. b 

Every  vessel  bound  on  a  foreign  voyage  shall  have  on  board 
a  duplicate  list  of  the  crew,  and  a  true  copy  of  the  shipping- 
articles,  certified  by  the  collector  of  the  port,  containing  the 
names  of  the  crew,  which  shall  be  written  in  a  uniform  hand, 
without  erasures  or  interlineations.  This  copy-  the  master 
must  produce  to  any  consul  or  commercial  agent  of  the  Uni- 
ted States  who  shall  require  it;  and  it  shall  be  deemed  to 
contain  all  the  conditions  of  the  contract.  All  erasures  and 
interlineations  shall  be  deemed  fraudulent  unless  proved  to  be 
innocent  and  bona  fide.  Every  master  who  shall  go  upon  a 
foreign  voyage  without  these  documents,  or  shall  refuse  to 
produce  them  when  required,  shall  forfeit  one  hundred  dollars 
for  each  offence,  beside  being  liable  in  damages  to  any  seaman 
who  may  have  been  injured  thereby.0 

DISCHARGE. — If  the  master  discharges  any  seaman  in  a  for- 
eign port,  with  his  own  consent,  he  shall  pay  to  the  consul 
three  months'  wages  for  every  such  seaman,  in  addition  to  the 
wages  then  due  to  him,  two-thirds  to  go  to  the  seaman  upon 
his  taking  passage  for  the  United  States,  and  the  remainder 
to  be  retained  by  the  consul  to  make  a  fund  for  the  relief  of  des- 
titute seamen. d  The  master  of  every  vessel  bound  to  the  Uni- 
ted States  shall,  upon  the  request  of  the  consul,  take  on  board 
any  seaman  and  transport  him  to  the  United  States,  on  terms 
not  exceeding  ten  dollars  for  each  seaman,  under  penalty  of 

»  Act  1790,  ch.  56,  §2.  b  Do.  §7.  c  Act  1840,  ch.  23,  §1. 

d  Act  1803,  ch.  62,  §3.     See  also  Act  1840,  ch.  23,  §5. 


THE    CREW.  191 

one  hundred  dollars  for  every  refusal.  He  is  not,  however, 
bound  to  receive  more  than  two  men  to  every  hundred  tons.a 

The  whole  policy  of  the  United  States  discourages  the  dis- 
charge of  seamen  in  foreign  ports.  If  the  seaman  is  dis- 
charged against  his  consent,  and  without  justifiable  cause,  he 
can  recover  his  wages  up  to  the  time  of  the  vessel's  return,  to- 
gether with  his  own  expenses.  The  certificate  of  the  consul 
will  not,  of  itself,  prove  the  sufficiency  of  the  cause  of  dis- 
charge. Though  the  seaman  shall  have  made  himself  liable 
to  be  discharged,  yet  if  he  repents  and  offers  to  return  to  duty, 
the  master  must  receive  him,  unless  he  can  show  a  sufficient 
cause  of  refusal. b  If  the  master  alleges,  as  a  cause  for  dis- 
charging a  seaman,  that  he  was  a  dangerous  man,  it  must  be 
shown  that  the  danger  was  such  as  would  affect  a  man  of  ordi- 
nary firmness.0 

In  addition  to  the  master's  liability  to  the  seaman,  he  is 
criminally  liable  to  the  government  for  discharging  a  mariner 
without  cause.  The  statute  enacts  that  if  the  master  shall, 
when  abroad,  force  on  shore  or  leave  behind  any  officer  or 
seaman  without  justifiable  cause,  he  shall  be  fined  not  exceed- 
ing five  hundred  dollars,  or  imprisoned  not  exceeding  six 
months,  according  to  the  aggravation  of  the  offence. d 

Notwithstanding  these  liabilities,  the  master  may  discharge 
a  seaman  for  gross  misconduct ;  yet  the  right  is  very  strictly 
construed.6 

IMPRISONMENT. — The  master  has  the  right  to  imprlfon  a  sea- 
man in  a  foreign  port,  in  a  case  of  urgent  necessity,  but  the 
power  has  always  been  very  closely  watched  by  courts  of  law. 
"  The  practice  of  imprisoning  seamen  in  foreign  jails  is  one 
of  doubtful  legality,  and  is  to  be  justified  only  by  a  strong  case 
of  necessity. "f  "The  master  is  not  authorized  to  punish  a 
seaman  by  imprisonment  in  a  foreign  jail  unless  in  cases  of 
aggravated  misconduct  and  insubordination."'  If  he  does  so 
punish  him,  he  is  not  permitted  to  deduct  his  wages  during 
the  time  of  imprisonment,  nor  charge  him  with  the  expense 

a  Act  1803,  ch.  62,  §4.  b  Ware,  65.     4  Mason,  541,  84. 

c  Ware,  9.  d  Act  1825,  ch.  276,  §10. 

e  Abbott  on  Shi  pp.,  147,  note.  f  Gilpin,  31.     Ware,  19. 
f  Ware,  503. 


192  MASTER'S  RELATION  TO 

of  it.a  If  the  imprisonment  is  without  justifiable  cause,  the 
master  is  not  excused  by  showing  that  it  was  ordered  by  the 
consul. b  And,  generally,  the  advice  of  a  consul  is  no  justifica- 
tion of  an  illegal  act.c 

PUNISHMENT. — The  master  may  inflict  moderate  correction 
on  a  seaman  for  sufficient  cause  ;  but  he  must  take  care  that 
it  is  not  disproportionate  to  the  offence.  If  he  exceeds  the 
bounds  of  moderation  he  is  treated  as  a  trespasser,  and  is  lia- 
ble in  damages. d  In  respect  to  the  mode  of  correction,  it  may 
be  by  personal  chastisement,  or  by  confinement  on  board  ship, 
in  irons,  or  otherwise.6  But  there  must  not  be  any  cruelty  or 
unnecessary  severity  exercised.  The  mode,  instruments  or 
extent  of  the  punishment  are  not  laid  down  by  law.  These 
must  depend  upon  circumstances.  In  cases  of  urgent  neces- 
sity, as  of  mutiny,  weapons  may  be  used  which  would  be 
unlawful  at  other  times ;  but  even  in  these  cases,  they  must  be 
used  with  the  caution  which  the  law  requires  in  other  cases  of 
self-defence  and  vindication  of  rightful  authority/ 

It  is  not  necessary  that  the  punishment  should  be  inflicted 
to  suppress  the  offence  at  the  time  of  its  commission.  It 
may  be  inflicted  for  past  offences,  and  to  promote  good  disci- 
pline on  board.  But  the  reference  to  by-gone  acts  should  be 
very  clear  and  distinct,  or  they  will  be  presumed  to  have  been 
forgiven.'  In  many  cases  prudence  may  require  a  postpone- 
ment of  the  proper  punishment.  The  authority  of  the  master, 
g  iidks  nature  parental,  must  be  exercised  with  a  due  re- 
gard to  the  rights  and  interests  of  all  parties.  He  has  a  large 
discretion,  but  is  held  to  answer  strictly  for  every  abuse  of  it.h 
The  law  enjoins  upon  him  a  temperate  demeanor  and  decent 
conduct  towards  seamen.  He  risks  the  consequences  if  he 
commences  a  dispute  with  illegal  conduct  and  improper  be- 
havior.1 In  all  his  acts  of  correction,  he  must  punish  purely 
for  reformation  and  discipline,  and  never  to  gratify  personal 
feelings. k  If  a  master  generally  permits  or  encourages  disor- 

a  Ware,  9,  503.  b  Ware,  367.  c  Gilpin,  31. 

d  1  Peters'  Ad.  186,  172.  2  Do.  420.     1  Wash.  316. 

e  1  Peters'  Ad.  186,  163.  15  Mass.  365.  f  Same  cases. 

£  1  Hagg.  271.  h  15  Mass.  365.     3  Day,  294. 

i  4  Wash.  340.  k  1  Pet.  Ad.  168,  173,  note. 


THE    CREW.  193 

derly  behavior  in  his  ship,  he  is  less  excusable  for  inflicting 
unusual  punishment  on  account  of  misconduct  arising  out  of 
that  disorder.*  If  the  case  admits  of  delay,  and  the  mas- 
ter does  not  make  proper  inquiry  before^  punishing,  he  takes 
the  consequences  upon  himself.5 

This  power  over  the  liberty  and  person  of  a  fellow  man, 
being  against  common  right,  and  intrusted  to  the  master  only 
from  public  policy,  regarding  the  necessities  of  the  service,  is 
to  be  sparingly  used,  and  a  strict  account  will  be  required  of/ 
its  exercise.  The  master  is  responsible  for  any  punishment 
inflicted  on  board  the  vessel,  unless  in  his  absence,  or  when 
he  is  prevented  by  force  from  interfering.0  Neither  will  ab- 
sence always  be  an  excuse.  If  he  had  reason  to  suppose  that 
such  a  thing  might  be  done,  and  did  not  take  pains  to  be  pres- 
ent and  interfere,  he  will  be  liable.  Neither,  (as  is  often  sup- 
posed,) will  the  advice,  or  even  the  personal  superintendence 
or  orders  of  a  consul,  or  any  foreign  authority,  relieve  the 
master  of  his  personal  responsibility .d  He  may  ask  advice, 
but  he  must  act  upon  his  own  account,  and  is  equally  answer- 
able for  what  he  does  himself,  and  what  he  permits  to  be  done 
on  board  his  vessel  by  others.  The  seaman  is  entitled  to  be 
dealt  with  by  his  own  captain,  under  whom  he  shipped,  and 
whom  he  may  hold  responsible  at  the  end  of  the  voyage ;  and 
this  responsibility^  not  to  be  shaken  off  by  calling  in  the  aid 
of  others.  In  case  of  an  open  mutiny,  or  of  imminent  danger 
to  life  and  property,  the  master  may  make  use  of  the  local  au- 
thorities ;  but  then  he  is  to  remember  that  he  can  use  them  no 
further  than  for  the  purpose  of  quelling  the  mutiny,  or  of 
apprehending  the  felon.  As  soon  as  his  authority  is  restored, 
the  parental  character  is  again  thrown  upon  him,  and  all  acts 
of  punishment  must  be  upon  his  own  responsibility.  He  has 
no  right  to  punish  criminally.  He  has  no  judicial  power. 
If  a  seaman  has  committed  an  offence  further  than  against 
the  internal  order  and  economy  of  the  ship,  and  which  mode- 
rate correction  is  not  sufficient  to  meet,  the  master  must  bring 
him  home,  (in  confinement,  if  necessary,)  or  send  him  imme- 

*  Bee,  239.  b  1  Hagg.  271. 

c  2  Sumner,  1.     Ware,  219.  d  Ware,  367.     Gilpin,  31. 

17 


194  MASTER'S  RELATION  TO  THE  CREW. 

diately  by  some  other  vessel,  to  be  tried  by  the  laws  and  by  a 
jury  of  his  country.* 

The  practice  of  subjecting  American  seamen  to  foreign  au- 
thority, or  to  persons  whom  they  cannot  well  hold  answerable, 
— like  that  of  foreign  imprisonment, — is  an  odious  one,  and 
must  be  justified  by  an  overpowering  necessity. 

A  recent  statute b  makes  it  the  duty  of  consuls  to  exert 
themselves  to  reclaim  deserters  and  discountenance  insubordi- 
nation, and  authorizes  them  to  employ  the  local  authorities, 
where  it  can  usefully  be  done,  for  those  purposes.  But  this 
will  unquestionably  be  restricted  to  the  apprehension  of  the 
deserter,  and  the  quelling  of  the  revolt  or  mutiny  ;  and  as  soon 
as  these  ends  are  attained,  the  sole  responsibility  of  the  mas- 
ter in  dealing  with  the  crew  will  re-attach. 

If  the  master  is  present  while  the  mate,  or  any  subordinate 
officer,  inflicts  punishment  upon  any  of  the  crew,  or  if  it  is 
inflicted  under  such  circumstances  as  would  raise  a  presump- 
tion that  the  master  was  knowing  of  it,  and  he  does  not  inter- 
fere, he  will  be  held  to  have  adopted  it  as  his  own  act,  and 
will  be  answerable  accordingly.0 

In  addition  to  the  master's  liability  to  the  seamen  in  dama- 
ges for  abuse  of  power,  he  is  also  liable,  as  a  criminal,  to  fine 
and  imprisonment.  A  recent  statute  enacts,  that  "  if  any  mas- 
ter, or  other  officer,  of  an  American  vessel,  shall,  from  malice, 
hatred,  or  revenge,  and  without  justifiable  cause,  beat,  wound, 
or  imprison  any  one  or  more  of  the  crew  of  such  vessel,  or 
withhold  from  them  suitable  food  or  nourishment,  or  inflict 
on  them  any  cruel  or  unusual  punishment,  every  such  person 
so  offending  shall,  on  conviction  thereof,  be  punished  by  fine 
not  exceeding  one  thousand  dollars,  or  by  imprisonment  not 
exceeding  five  years,  or  by  both,  according  to  the  nature  and 
aggravation  of  the  offence. "d  It  is  held  that  the  word  «  crew,' 
in  this  statute,  includes  officers ;  and  accordingly  a  master  was 
punished  for  unjustifiably  confining  and  otherwise  mal- treat- 
ing his  chief  mate.6 

To  constitute  '  malice '  in  the  above  statute,  it  is  not  neces- 

»  1  Pet.  Ad.  168.  b  Act  1840,  ch.  23,  §1. 

c  2  Sumner,  1.  d  Act  1835,  ch.  313,  §3. 

6  3  Sumner,  209. 


PASSENGERS.  195 

sary  to  show  malignity  as  it  is  commonly  understood,  or  bru- 
tality; but  the  term,  in  law,  requires  no  more  than  a  'wilful 
intention  to  do  a  wrongful  act.'  An  offence  is  punishable  un- 
der this  act,  even  although  no  bad  passions  came  into  play, 
(as  hatred,  or  revenge,)  for  the  term  '  malice,'  in  law,  covers 
all  cases  of  intentional  wrong,  in  their  mildest  form.a  s 

If  a  seaman  desires  to  lay  any  complaint  before  a  consul  in 
a  foreign  port,  the  master  must  permit  him  to  land  for  that 
purpose,  or  else  inform  the  consul  immediately  of  the  fact, 
stating  his  reasons  in  writing  for  not  allowing  the  man  to 
land.  If  he  refuses  to  do  this,  he  forfeits  one  hundred  dollars, 
and  is  liable  to  the  seaman  in  damages. b 


CHAPTER    V. 

PASSENGERS. 
Provisions.    Treatment.    Passage-money.    Deportment.    Services. 

IN  Chapter  I.  of  the  Third  Part,  under  the  title  "  Provisions," 
it  will  be  seen  that  the  vessel  must  have  on  board,  well  se- 
cured under  deck,  at  least  sixty  gallons  of  water,  one  hundred 
pounds  of  salted  beef,  one  hundred  pounds  of  wholesome  ship 
bread,  and  one  gallon  of  vinegar  for  each  passenger,  on  a  voy- 
age across  the  Atlantic,  and  in  like  proportion  for  shorter  or 
longer  voyages.  This,  too,  must  be  in  addition  to  the  private 
stores  of  the  master  or  passengers.0 

The  master  is  also  forbidden  to  take  on  board  more  than 
two  passengers  for  every  five  tons.d 

The  contract  of  passengers  with  the  master  is  not  for  mere 
ship-room  and  personal  existence  on  board,  but  for  reasonable 
food,  comforts,  necessaries,  and  kindness.  In  respect  to  fe- 
males it  extends  yet  farther,  and  includes  an  implied  stipula- 

a  2  Simmer,  584.     .  b  Act  1840,  ch.  23,  §1 . 

c  Act  1819,  ch.  170.  §3.  dDo.  §1. 


196  PASSENGERS. 

tion  against  obscenity,  immodesty,  and  a  wanton  disregard  of 
the  feelings.  A  course  of  conduct  oppressive  and  malicious  in 
these  respects  will  be  punished  by  the  court,  as  well  as  a  per- 
sonal assault.* 

No  passage-money  is  due  to  a  ship  upon  an  engagement  to 
transport  a  passenger,  before  the  arrival  of  the  vessel  at  the 
port  of  destination.  Where  the  passenger  has  paid  in  advance, 
he  can  reclaim  his  money  if  the  voyage  is  not  performed.  If 
a  voyage  is  partially  performed,  no  passage-money  is  due, 
unless  the  expenses  of  the  passenger,  or  the  means  of  proceed- 
ing to  the  place  of  destination,  are  paid  or  tendered  to  him ; 
in  which  case,  passage-money  in  proportion  to  the  progress 
in  the  voyage  is  payable. b 

A  passenger  must  submit  to  the  reasonable  rules  and  usages 
of  the  ship.  He  has  no  right  to  interfere  with  its  discipline  and 
internal  regulations.  Indeed,  in  a  case  of  necessity,  and  for 
the  order  and  safety  of  the  ship,  the  master  may  restrain  a 
passenger  by  force ;  but  the  cause  must  be  urgent,  and  the 
manner  reasonable  and  moderate. 

In  case  of  danger  and  distress,  it  is  the  duty  as  well  as  the 
interest  of  the  passenger  to  contribute  his  aid,  according  to 
his  ability,  and  he  is  entitled  to  no  compensation  therefor. 
He  is  not,  however,  bound  to  remain  on  board  in  time  of  dan- 
ger, but  may  leave  the  vessel  if  he  can ;  much  less  is  he  re- 
quired to  take  upon  himself  any  responsibility  as  to  the  con- 
duct of  the  ship.  If,  therefore,  he  performs  any  extraordinary 
services,  he  becomes  entitled  to  salvage.0 

*  3  Mason,  342.  b  1  Pet.  Ad.  126. 

c  2  B.  and  P.  612.   1  Pet.  Ad.  70.    2  Hagg.  3. 


MATES    AND   SUBORDINATES.  197 

CHAPTER     VI. 

MATES    AND    SUBORDINATES. 

Mates  included  in   the  'crew.'     Removal.      Succession.      Log-book 
Wages.     Sickness.     Punishment.     Subordinates.     Pilots. 

IN  all  the  statutes  which  entitle  the  l  crew,'  or  the  '  seamen,' 
of  a  vessel  to  certain  privileges  as  against  the  master  or  owner, 
these  words,  '  crew '  and  l  seamen,'  are  construed  to  include  the 
mates ;  as,  for  instance,  the  statute  requiring  a  certain  amount 
of  provisions  to  be  on  board ;  the  statute  requiring  a  medicine- 
chest,  and  that  which  punishes  the  master  for  illegal  and  cruel 
treatment  of  any  of  the  crew.  In  all  these  cases  the  mates 
are  entitled  to  the  same  privileges  and  protection  with  the 
seamen. a 

The  chief  mate  is  usually  put  on  board  by  the  owner,  and  is 
a  person  who  is  looked  to  for  extraordinary  services  and  re- 
sponsibility. Accordingly,  he  cannot  be  removed  by  the  mas- 
ter, unless  for  repeated  and  aggravated  misconduct,  or  for  pal- 
pable incapacity.5  He  acts  in  the  stead  of  the  master  in  case 
the  latter  dies,  and  whenever  he  is  absent.0  He  is  then  entrust- 
ed with  the  care  of  the  ship,  and  the  government  of  the  crew. 
If  he  is  appointed  to  act  as  mate  by  the  master  during  the 
voyage,  he  holds  his  office  at  the  master's  pleasure  ;d  but  if  he 
originally  shipped  in  that  capacity,  he  cannot  be  removed 
without  proof  of  gross  and  flagrant  misconduct,  or  of  evident 
unfitness.  Nor  will  one  or  two  single  instances  of  intem- 
perance, disobedience  or  negligence,  be  sufficient ;  the  miscon- 
duct must  be  repeated,  and  the  habit  apparently  incorrigible.6 

The  second  mate  and  other  inferior  officers  do  not  stand 
upon  so  firm  a  footing  as  the  chief  mate  ;  yet  they  cannot  be 
removed  by  the  master,  unless  for  gross  and  repeated  acts  of 
disobedience,  intemperance,  dishonesty  or  negligence,  or  for 
palpable  incapacity. 

a  1  Sumner,  151 ;  3  do.  209.    4  Mason,  104. 

b  1  Pet.  Ad.  244.    4  Wash.  338.  c  4  Mason,  541 .    1  Sumner,  151. 

dGilpin333.  «  1  Pet.  Ad.  244.    4  Wash.  338, 

17* 


198  MATES   AND   SUBORDINATES. 

In  case  of  the  death  or  absence  of  the  master,  the  chief  mate 
becomes  master  by  operation  of  law,  but  the  second  mate  does 
not  necessarily  become  chief  mate.  It  lies  with  the  new  mas- 
ter to  appoint  whom  he  pleases  to  act  as  chief  mate ;  though, 
in  most  cases,  it  should  be  the  second  mate,  unless  good  reason 
exists  for  the  contrary  course.  The  second  mate  cannot,  how- 
ever, be  degraded  by  the  new  master  for  any  other  cause  than 
would  have  justified  the  former  in  so  doing. 

LOG-BOOK. — It  is  the  duty  of  the  chief  mate  to  keep  the  log- 
book of  the  ship.  This  should  be  neatly  and  carefully  kept, 
and  all  interlineations  and  erasures  should  be  avoided,  as  they 
always  raise  suspicion.  The  entries  should  be  made  as -soon 
as  possible  after  each  event  takes  place,  and  nothing  should 
be  entered  which  the  mate  would  not  be  willing  to  adhere  to 
in  a  court  of  justice.  (See  page  145.) 

In  Chapter  III.  of  the  Third  Part,  under  the  title,  "  Master's 
relation  to  Officers,"  page  188,  will  be  found  a  discussion  of  the 
question,  whether  the  master  can  compel  an  officer  to  do  duty 
before  the  mast. 

In  Chapters  VIII.,  X.,  XI.  and  XII.  of  Part  III.,  under  the 
titles,  "  Revolt,"  "  Forfeiture,"  "  Desertion,"  &c.,  will  be  found 
the  laws  upon  those  subjects  relating  to  seamen.  And  it  may 
be  generally  remarked,  that  all  those  laws  apply  as  well  to  the 
officers  as  to  the  foremast  men.  An  officer  forfeits  his  wages 
by  desertion,  and  is  criminally  liable  for  mutiny,  revolt,  &c., 
like  a  common  seaman.  As  to  the  questions  what  constitutes 
a  revolt,  mutiny,  &c.,  and  when  absence  or  leaving  a  vessel 
is  excusable,  and  when  it  works  a  forfeiture,  and  as  to  when 
wages  are  due,  I  would  refer  the  reader  to  those  titles  in  Chap- 
ters VIII.,  X.,  XI.  and  XII.  of  Part  III.,  above  referred  to. 

WAGES. — Officers  may  sue  in  admiralty  for  their  wages, 
and  may  arrest  the  ship,  into  whoseever  hands  it  may  have 
passed  ;a  which  is  not  the  case  with  the  master,  who  is  supposed 
to  look  solely  to  the  personal  responsibility  of  the  owners. 

SICKNESS. — The  right  of  an  officer  to  be  cured  at  the  ship's 
expense  is  the  same  as  that  of  a  seaman. b  The  law  upon 
that  subject  will  be  found  in  Chapter  IX.,  title  "  Sickness," 
page  207. 

a  1  Pet.  Ad.  246.  b  1  Sumner,  151. 


MATES    AND   SUBORDINATES.  199 

PUNISHMENT. — The  laws  of  the  United  States  provide  that 
if  any  master  or  officer  shall  unjustifiably  beat,  wound,  or  im- 
prison any  of  the  crew,  or  withhold  from  them  suitable  food 
and  nourishment,  or  inflict  upon  them  any  cruel  and  unusual 
punishment,  he  shall  be  imprisoned  not  exceeding  five  years, 
and  fined  not  exceeding  $1000  for  each  offence.*  The  officers, 
as  part  of  the  '  crew,'  are  entitled  to  the  protection  of  this  stat- 
ute, against  the  master's  acts ;  and,  on  the  other  hand,  they 
are  liable  under  it  for  any  abuse  of  a  seaman.b 

The  law  as  to  the  officer's  right  to  punish  a  seaman  has 
been  clearly  settled,  and  is  very  simple.  The  sole  authority 
to  punish,  for  correction  and  discipline,  resides  with  the  mas- 
ter.0 An  officer  has  no  right  to  use  force  with  a  seaman, 
either  by  chastising  or  confining  him,  except  in  a  single  class 
of  cases ;  that  is,  upon  an  emergency  which  admits  of  no  delay, 
and  where  the  use  of  force  is  necessary  for  the  safety  of  life 
and  property.  If  a  seaman  is  about  to  do  an  act  which  may 
endanger  life  or  property,  and  instant  action  is  required,  the 
officer  may  confine  him,  or  use  force  necessary  to  prevent  him. 
So,  if  the  immediate  execution  of  an  order  is  important,  and  a 
seaman,  by  obstinacy  or  wilful  negligence,  prevents  or  im- 
pedes the  act,  the  officer  may  use  force  necessary  to  secure  the 
performance  of  the  duty.  In  these  cases  there  must  be  a 
pressing  necessity  which  will  not  admit  of  delay ;  for  if  delay 
is  practicable,  the  officer  must  report  to  the  master,  and  leave 
the  duty  of  correction  with  him.  A  mate  can  in  no  case  pun- 
ish a  seaman  for  the  general  purposes  of  correction  and  disci- 
pline, and  still  less  for  personal  disrespect  to  himself.d  If  the 
master  is  not  on  board,  and  cannot  be  called  upon,  the  author- 
ity of  the  officer  is  somewhat  enlarged ;  but,  even  in  this  case, 
so  far  as  a  delay  is  practicable,  he  must  leave  the  seaman  to 
be  dealt  with  by  the  master  when  he  returns.  Except  in  the 
cases  and  in  the  manner  before  mentioned,  the  officer  is  liable 
as  a  trespasser  for  any  force  used  with  a  seaman. 

If  the  officer  acts  under  the  authority,  express  or  implied,  of 
the  master,  he  will  not  be  held  liable,  even  though  the  punish- 
ment should  be  excessive  and  unjustifiable ;  for  he  is,  in  such 

»  Act  1835,  ch.  313,  §3.  b  4  Mason,  104.     3  Sumner,  209. 

c  2  Sumner,  584.  d  Do.  1.  584. 


200  MATES    AND   SUBORDINATES. 

cases,  only  the  agent  of  the  master,  who  is  responsible  for 
the  act.a  Yet,  if  the  punishment  be  so  excessive  as  to  show 
malice  or  wantonness  on  the  part  of  the  officer,  or  there  be 
anything  in  his  conduct  to  imply  the  same,  he  will  be  liable  in 
some  measure  himself. 

SUBORDINATES. — There  are  a  number  of  men,  usually,  in 
merchant  vessels,  who  are  not  in  any  respect  officers,  but  who 
differ  from  the  common  seamen  in  that  they  ship  in  particu- 
lar capacities,  and  to  perform  certain  duties.  These  are  tins 
carpenter,  steward,  cook,  &c.  Such  persons  are  not  to  be  de- 
graded for  slight  causes,  though  the  master  unquestionably  has 
the  power  to  do  so,  upon  sufficient  grounds. b  He  may  also 
require  them  to  do  duty,  if  necessary,  before  the  mast.  He 
may  require  them  to  take  the  place  of  persons  who  have  been 
obliged  to  do  their  work,c  but  he  cannot  exact  from  them  the 
duty  of  able  seamen,  unless  they  are  such  in  fact.  Repeated 
acts  of  disobedience,  intemperance,  and  gross  negligence,  and 
evident  incapacity  for  the  duties  undertaken,  are  justifying 
causes  of  removal.d  In  all  other  respects  this  class  of  persons 
stands  upon  the  same  footing  with  common  seamen.  They 
have  the  same  privileges,  and  are  under  the  same  obligations 
and  penalties.6 

PILOTS. — When  a  pilot,  who  is  regularly  appointed,  is  on 
board,  he  has  the  absolute  control  of  the  navigation  of  the 
vessel/  He  is  master  for  the  time  being,  and  is  alone  answer- 
able for  any  damage  occasioned  by  his  own  negligence  or 
default.* 

A  pilot  may  sue  in  admiralty  for  his  wages. h 

A  pilot  cannot  claim  salvage  for  any  acts  done  within  the 
limits  of  his  duty,  however  useful  and  meritorious  they  may 
have  been.1  If  towing  is  necessary,  pilots  are  bound  to  per- 
form it,  having  a  claim  for  compensation  for  damages  done  to 
their  boats,  or  for  extra  labor  .k  If  extraordinary  pilot  service 
is  performed,  additional  pilotage  is  the  proper  reward,  and  not 

a  Ware,  219.  b  4  Mason,  84.     Ware,  109.  c  Ware,  109. 

d  Ware,  109.  e  2  Pet.  Ad.  268.  f  1  Johns.  305. 

*  1  Pet.  Ad.  223.     1  Mason,  508.  h  1  Mason,  508. 

i  Gilpin,  60.     10  Peters  R.  108.     2  Hagg.  176.  k  2  Hagg.  176. 


SEAMEN.  201 

salvage.11    If,  however,  the  acts  done  by  the  pilot  are  clearly 
without  and  beyond  his  duty  as  pilot,  he  may  claim  sal 


CHAPTER   VII. 

SEAMEN.       SHIPPING   CONTRACT. 

Shipping  contract — how  formed — how  signed.    Erasures  and  interlinea- 
tions.    Unusual  stipulations. 

BY  the  law  of  the  United  States,  in  all  foreign  voyages,  and 
in  all  coasting  voyages  to  other  than  an  adjoining  state,  there 
must  be  an  agreement  in  writing,  or  in  print,  with  every 
seaman  on  board  the  ship,  (excepting  only  apprentices  and 
servants  of  the  master  or  owner,)  declaring  the  voyage,  and 
term  or  terms  of  time,  for  which  such  seaman  is  hired.0  This 
contract  is  called  the  shipping-articles,  and  all  the  crew,  in- 
cluding the  master  and  officers,  usually  sign  the  same  paper; 
it  not  being  requisite  that  there  should  be  a  separate  paper  for 
each  man.  If  there  is  not  such  a  contract  signed,  each  sea- 
man could,  by  the  old  law,  recover  the  highest  rate  of  wages 
that  had  been  given  on  similar  voyages,  at  the  port  where  he 
shipped,  within  three  months  next  before  the  time  of  ship- 
ment.d  By  the  law  of  1840,  he  may,  in  such  case,  leave  the 
vessel  at  any  time,  and  demand  the  highest  rate  of  wages 
given  to  any  seaman  during  the  voyage,  or  the  rate  agreed 
upon  at  the  time  of  his  shipment.6  A  seaman  not  signing 
the  articles,  is  not  bound  by  any  of  the  regulations,  nor  sub- 
ject to  the  penalties  of  the  statutes/  but  he  is,  notwith- 
standing, bound  by  the  rules  and  liable  to  the  forfeitures 
imposed  by  the  general  maritime  law.s 

*  2  Hagg.  176.        b  1  Rob.  106.     Gilpin,  60.     c  Act  1790,  ch.  56,  §1. 

*  Act  1790,  ch.  56,  §1.  «  Act  1840,  ch.  23,  §10. 
f  Act  1790,  ch.  56,  §1 .                                            e  1  Pet.  Ad.  212. 


202  SEAMEN. 

These  shipping-articles  are  legal  evidence,  and  bind  all 
parties  whose  names  are  annexed  to  them,  both  as  to  wages, 
the  nature  and  length  of  the  voyage,  and  the  duties  to  be  per- 
formed.'1 Accordingly,  seamen  have  certain  rights  secured  to 
them  with  reference  to  these  papers.  In  the  first  place,  the 
master  must  obtain  a  copy  of  the  articles,  certified  to  by  the 
collector  of  the  port  from  which  the  vessel  sails,  to  take  with 
him  upon  the  voyage.  This  must  be  a  fair  and  true  copy, 
without  erasures  or  interlineations.  If  there  are  any  such 
erasures  or  interlineations,  they  will  be  presumed  to  be  fraud- 
ulent, and  will  be  set  aside,  unless  they  are  satisfactorily 
explained  in  a  manner  consistent  with  innocent  purposes,  and 
with  the  provisions  of  laws  which  guard  the  rights  of  man- 
ners. These  articles  must  be  produced  by  the  master  before 
any  consul  or  commercial  agent  to  whom  a  seaman  may  have 
submitted  a  complaint.b 

Every  unusual  clause  introduced  into  the  shipping-articles, 
or  anything  which  tends  to  deprive  a  seaman  of  what  he 
would  be  entitled  to  by  the  general  law,  will  be  suspiciously 
regarded  by  the  courts ;  and  if  there  is  reason  to  suppose  that 
any  advantage  has  been  taken  of  him,  or  if  the  contract  bears 
unequally  upon  him,  it  will  be  set  aside.  In  order  to  sus- 
tain such  a  clause,  the  master  or  owner  must  show  two 
things :  first,  that  the  seaman's  attention  was  directed  toward 
it,  and  its  operation  and  effect  explained  to  him;  and,  second- 
ly, that  he  received  some  additional  compensation  or  privilege 
in  consideration  of  the  clause.  Unless  the  court  is  satisfied 
upon  these  two  points,  an  unusual  stipulation  unfavorable  to 
a  seaman  will  be  set  aside.0  For  instance,  seamen  are  en- 
titled to  have  a  medicine-chest  on  board,  and  in  certain  cases 
to  be  cured  at  the  ship's  expense ;  and  the  court  set  aside  a 
clause  in  the  shipping-articles  in  which  it  was  stipulated  that 
the  seamen  should  bear  all  the  expense,  even  though  there 
were  no  medicine-chest  on  board  .d  Another  clause  was  set 
aside,  in  which  the  voyage  was  described  as  from  Baltimore 

*  3  Mason,  161.     Act  1840,  ch.  23,  §3.  b  Act  1840,  ch.  23,  §2, 19 

c  2  Sumner,  443.    2  Mason,  541 .  d  2  Mason,  541 . 


SEAMEN.  203 

to  St.  Domingo  and  elsewhere,  on  the  ground  that  seamen  are 
entitled  to  have  their  voyage  accurately  described.11 

Some  clauses  which  are  not  such  as  to  be  set  aside,  will  yet 
be  construed  in  favor  of  seamen,  if  their  interpretation  is  at 
all  doubtful. b  A  clause  providing  that  no  wages  should  be 
paid  if  the  vessel  should  be  taken  or  lost,  or  detained  more 
than  thirty  days,  was  set  aside,  seamen  being  entitled  to 
wages  up  to  the  last  port  of  delivery.0  If  the  amount  of 
wages  merely  be  omitted  in  the  articles,  there  seems  to  be 
some  doubt  as  to  the  introduction  of  other  evidence  to  show 
the  rate  agreed  upon,  and  as  to  the  seaman's  being  entitled 
by  statute  to  the  highest  rate  of  wages  current.d  If  a  seaman 
ships  for  a  general  coasting  and  trading  voyage  to  different 
ports  in  the  United  States,  and  the  articles  provide  for  no  time 
or  place  at  which  the  voyage  shall  end,  the  seaman  may  leave 
at  any  time,  provided  he  does  not  do  so  under  circumstances 
peculiarly  inconvenient  to  the  other  party.6 

If,  however,  the  voyage  is  accurately  described,  and  the 
wages  specified,  the  seaman  cannot  be  admitted  to  show  that 
his  contract  was  different  from  that  contained  in  the  ar- 
ticles/ 

It  is  no  violation  of  the  contract  if  the  vessel  departs 
from  the  voyage  described,  by  accident,  necessity,  or  superior 
force. g 

a  1  Hall's  Law  Jour.  207.     2  Gall.  477,  526.    2  Dods.  504.     Gilp.  219. 
b  1  Pet.  Ad.  186,  215.  c  2  Simmer,  443. 

d  Gilpin,  452.     Abb.  on  Shipp.  434,  note.     Act  1840,  ch.  23,  §10. 
•  Ware,  437.  f  Gilpin,  305.  e  2  Hagg.  243. 


204  SEAMEN. 


CHAPTER   VIII. 

SE  AMEN CONTINUE  D. 

Rendering  on  board.    Refusal  to  proceed.     Desertion  or  absence  during 
the  voyage.     Discharge. 

RENDERING  ON  BOARD. — If,  after  having  signed  the  articles, 
and  after  a  time  has  been  appointed  for  the  seaman  to  render 
himself  on  board,  he  neglects  to  appear,  and  an  entry  to  that 
effect  is  made  in  the  log-book,  he  forfeits  one  day's  pay  for 
every  hour  of  absence ;  and  if  the  ship  is  obliged  to  proceed 
without  him,  he  forfeits  a  sum  equal  to  double  his  ad- 
vanced These  forfeitures  apply  to  the  commencement  of 
the  voyage,  and  cannot  be  exacted  unless  a  memorandum  is 
made  on  the  articles,  and  an  entry  in  full  in  the  log-book.  A 
justice  of  the  peace  may,  upon  complaint  of  the  master,  issue 
a  warrant  to  apprehend  a  deserting  seaman,  and  commit  him 
to  jail  until  the  vessel  is  ready  to  proceed  upon  her  voyage. 
The  master  must,  however,  first  show  that  the  contract  has 
been  signed,  and  that  the  seaman  departed  without  leave,  and 
in  violation  of  it.b 

REFUSAL  TO  PROCEED. — If,  after  the  voyage  has  begun,  and 
before  the  vessel  has  left  the  land,  the  first  officer  and  a  ma- 
jority of  the  crew  shall  agree  that  the  vessel  is  unfit  to  proceed 
on  the  voyage,  either  from  fault  or  deficiency  in  hull,  spars, 
rigging,  outfits,  provisions,  or  crew,  they  may  require  the 
master  to  make  the  nearest  or  most  convenient  port,  and  have 
the  matter  inquired  into  by  the  district  judge,  or  two  justices 
of  the  peace,  taking  two  or  more  of  the  complainants  before 
the  judge.  Thereupon  the  judge  orders  a  survey,  and  decides 
whether  the  vessel  is  to  proceed,  or  stop  and  be  repaired  and 
supplied;  and  both  master  and  crew  are  bound  by  this  deci- 
sion. If  the  seamen  and  mate  shall  have  made  this  complaint 
without  reason,  and  from  improper  motives,  they  are  liable  to 
be  charged  with  the  expenses  attending  it.c 

a  Act  1790,  ch.  56,  §2.  b  Do.  §7.  -  ^o.  §3. 


SEAMEN.  205 

If,  when  the  vessel  is  in  a  foreign  port,  the  first  or  any 
other  officer  and  a  majority  of  the  crew  shall  make  complaint, 
in  writing,  to  the  consul,  that  the  ship  is  unfit  to  proceed  to 
sea,  for  any  of  the  above  reasons,  the  consul  shall  order  an 
examination,  in  the  same  manner ;  and  the  decision  of  the 
consul  shall  bind  all  parties.  If  the  consul  shall  decide  that 
the  vessel  was  sent  to  sea  in  an  unsuitable  condition,  by 
neglect  or  design,  the  crew  shall  be  entitled  to  their  discharge 
and  three  months'  additional  pay;  but  not  if  it  was  done  by 
accident  or  innocent  mistake. a 

It  is  no  justification  for  refusing  to  do  duty  and  proceed 
upon  the  voyage,  that  a  new  master  has  been  substituted  in 
place  of  the  one  under  whom  the  seaman  originally  ship- 
ped ;b  and  if  a  blank  is  left  for  the  name  of  the  master,  the 
seaman  is  supposed  to  ship  under  any  who  may  be  ap- 
pointed.0 The  same  rule  applies  to  the  substitution  or 
appointment  of  any  other  officer  of  the  ship  during  the 
voyage. 

DESERTION  OR  ABSENCE  DURING  THE  VOYAGE. — If,  during 
the  voyage,  the  seaman  absents  himself  "without  leave,  for  less 
than  forty-eight  hours,  and  an  entry  thereof  is  made  in  full 
in  the  log-book,  he  forfeits  three  days'  pay  for  each  day's 
absence.  But  if  the  absence  exceeds  forty-eight  hours,  he 
forfeits  all  his  wages  then  due,  and  all  his  goods  and  chattels 
on  boar^  the  vessel  at  the  time,  and  is  liable  to  the  owner  in 
damages  for  the  expense  of  hiring  another  seaman  .d  If  he 
deserts  within  the  limits  of  the  United  States,  he  is  liable  to 
be  arrested  and  committed  to  jail,  until  the  vessel  sails.6  If 
he  deserts  or  absents  himself  in  a  foreign  port,  the  consul  is 
empowered  to  make  use  of  the  authorities  of  the  place  to 
reclaim  him.  If,  however,  the  consul  is  satisfied  that  the 
desertion  was  caused  by  unusual  or  cruel  treatment,  the  sea- 
man may  be  discharged,  and  shall  receive  three  months'  addi- 
tional wages/  It  is  not  a  desertion  for  a  seaman  to  leave  his 
vessel  for  the  purpose  of  procuring  necessary  food,  which  has 

*  Act  1840,  ch.  23,  §12—15.       b  1  Mason,  443.     Bee,  48.     2  Sum.  582. 
«  6  Mass.  300.  d  Act  1790,  ch.  56,  §5. 

•  Act  1790.  ch.  56,  §7.  f  Act  1840,  ch.  23,  §9. 

18 


206  SEAMEN. 

been  refused  on  board ;  nor  is  a  seaman  liable  if  the  conduct 
of  the  master  has  been  such  as  to  make  it  dangerous  for  him 
to  remain  on  board,a  or  if  the  shipping-articles  have  been 
fraudulently  altered.b  Even  in  a  clear  case  of  desertion,  if 
the  party  repents,  and  seeks  to  return  to  his  duty  within  a 
reasonable  time,  he  is  entitled  to  be  received  on  board  again, 
unless  his  previous  conduct  had  been  such  as  would  justify  his 
discharge.0 

As  to  the  effect  of  desertion  upon  wages,  and  what  is  deser- 
tion in  such  cases,  see  the  subject,  "Wages  affected  by 
Desertion,"  Chapter  XL 

DISCHARGE. — By  referring  to  Chapter  IV.,  "Master's  Rela- 
tion to  Crew,"  the  seaman  will  find  that,  though  the  master 
has  power  to  discharge  a  seaman  for  gross  and  repeated 
misconduct,  yet  that  this  right  is  closely  watched,  and  any 
abuse  of  it  is  severely  punished.  He  will  also  find  there  a 
statement  of  his  own  rights  and  privileges,  with  reference 
to  a  discharge.  It  has  been  seen  that  he  may  demand  his 
discharge  of  the  consul,  if  the  vessel  is  not  fit  to  proceed,  and 
is  not  repaired,  or  if  he  has  been  cruelly  and  unjustifiably 
treated.*1 

If  a  vessel  has  been  so  much  injured  that  it  is  doubtful 
whether  she  can  be  repaired,  or  the  repairs  cannot  be  made 
for  a  long  time,  during  which  it  would  be  a  great  expense  to 
the  owners  to  support  the  seamen  in  a  foreign  country,  it  is 
held  that  the  crew  may  be  discharged,  upon  the  owners'  pay- 
ing their  passage  home,  and  their  wages  up  to  the  time  of 
their  arrival  at  the  place  of  shipment.6 

As  to  discharge  at  the  end  of  the  voyage,  see  "Wages 
affected  by  Desertion,"  Chapter  XI. 

«  1  Hagg.  63.  b  Do.  182.  c  1  Sumner,  373. 

d  Act  1840,  ch.  23,  §9,  14.  *  2  Dodson,  403. 


SEAMEN. 


207 


CHAPTER    IX. 

SEAMEN CONTINUED. 

Provisions.     Sickness.     Medicine-chest.      Hospital  money.    Relief  in 
foreign  ports.     Protection. 

PROVISIONS. — For  the  benefit  of  seamen  it  has  been  enacted 
that  every  vessel  bound  on  a  voyage  across  the  Atlantic,  shall 
have  on  board,  well  secured  under  deck,  at  least  sixty  gallons 
of  water,  one  hundred  pounds  of  wholesome  ship  bread,  and 
one  hundred  pounds  of  salted  flesh  meat,  over  and  above  the 
stores  of  master  or  passengers,  and  the  live  stock.  And  if  the 
crew  of  any  vessel  not  so  provided  shall  be  put  upon  short 
allowance  of  water,  flesh,  or  bread,  such  seaman  shall  recover 
from  the  master  double  wages  for  every  day  he  was  so  allow- 
anced.* The  same  rule  applies  to  other  voyages  than  those 
across  the  Atlantic,  and  the  amount  of  provisions  stowed 
below  must  be  in  proportion  to  the  length  of  the  voyage,  ' 
compared  with  one  across  the  Atlantic.5  It  also  applies  to 
seamen  shipped  in  foreign  ports,  as  well  as  to  those  shipped 
in  the  United  States.0  It  has  been  thought  that  if  the  articles 
enumerated  cannot  be  procured,  the  master  may  substitute 
other  wholesome  provisions ;  but  it  is  doubtful  whether  even 
this  will  free  him  from  the  penalty ;  at  least  it  will  not  unless 
he  can  show  that  it  was  impossible  to  procure  them  at  the 
last  port  of  departure.41 

Besides  this  special  enactment,  a  seaman  may  always 
recover  damages  of  a  master  who  unnecessarily  and  wan- 
tonly deprives  him  of  sufficient  food  and  nourishment.6  If, 
however,  the  short  allowance  is  caused  by  inevitable  acci- 
dent, without  any  fault  of  the  master  or  owner,  or  is  a  matter 
of  fair  discretion  in  a  case  of  common  danger,  the  master  is 
not  liable.  Another  law  of  the  United  States  provides  that 

»  Act  1790,  ch.  56,  §9.  b  Do.  c  1  Pet.  Ad.  223. 

*<*  1  Pet.  Ad.  229,  223.     Bee,  80      Abb.  135,  note.     Ware,  454. 
e  2  Pet.  Ad.  409. 


208  SEAMEN. 

if  any  master  or  other  officer  shall  wilfully  and  without  justi- 
fiable cause  withhold  suitable  food  and  nourishment  from  a 
seaman,  he  shall  be  fined  not  exceeding  $1000  and  imprisoned 
not  exceeding  five  years.a  The  master  may  at  any  time,  at 
his  discretion,  put  the  crew  upon  an  allowance  of  water  and 
eatables ;  but  if  it  is  a  short  allowance,  he  must  be  able  to 
give  a  justifying  reason. 

SICKNESS.  MEDICINE-CHEST. — Every  vessel  of  one  hundred 
and  fifty  tons  or  upwards,  navigated  by  ten  or  more  persons 
in  all,  and  bound  on  a  voyage  beyond  the  United  States,  and 
every  vessel  of  seventy-five  tons  or  upwards,  navigated  by  six 
or  more  persons  in  the  whole,  and  bound  from  the  United 
States  to  any  port  in  the  West  Indies,  is  required  to  have  a 
chest  of  medicines,  put  up  by  an  apothecary  of  known  reputa- 
tion, and  accompanied  by  directions  for  administering  the 
same.  The  chest  must  also  be  examined  at  least  once  a  year, 
and  supplied  with  fresh  medicines.b 

In  case  of  dispute,  the  owner  must  prove  the  sufficiency  of 
the  medicine-chest.  It  does  not  lie  with  the  seaman  to  prove 
its  insufficiency.0 

If  a  vessel  has  a  suitable  medicine-chest  on  board,  it  would 
seem  that  the  ship  is  not  to  be  charged  with  the  medicines 
and  medical  advice  which  a  seaman  may  need.  But  the  ship 
is  still  liable  for  the  expenses  of  his  nursing,  care,  diet,  and 
lodging."1  Accordingly,  if  a  seaman  is  put  on  shore  at  a  hos- 
pital or  elsewhere,  for  his  cure,  the  ship  is  chargeable  with  so 
much  of  the  expense  as  is  incurred  for  nursing,  care,  diet,  and 
lodging ;  and  unless  the  owner  can  specify  the  items  of  the 
charge,  and  show  how  much  was  for  medical  advice,  and  how 
much  for  other  expenses,  he  must  pay  the  whole.6  The  sea- 
man is  to  be  cured  at  the  expense  of  the  ship,  of  a  sickness 
or  injury  sustained  in  the  ship's  service  ;f  but  if  he  contracts 
a  disease  by  his  own  fault  or  vices,  the  ship  is  not  charge- 
able.ff  A  sick  seaman  is  entitled  to  proper  nursing,  lodging, 
and  diet.  If  these  cannot  be  had,  or  are  not  furnished  on 

a  Act  1835,  ch.  313,  §3.  b  Act  1790,  ch.  56,  §8  ;   1805,  ch.  88,  §1. 

c  2  Mason,  541.  d  2  Mason,  541.    1  Sumner,  151. 

c  1  Pet.  Ad.  256,  note.  f  1  Sumner,  195. 

e  Gilpin,  435.    1  Pet.  Ad.  142,  152. 


SEAMEN.  209 

board  the  vessel,  he  is  entitled  to  be  taken  on  shore  to  a  hos- 
pital, or  to  some  place  where  these  can  be  obtained.  It  is 
often  attempted  to  be  shown  that  the  seaman  was  put  on  shore 
at  his  own  request.  This  is  no  defence.  He  is  entitled  to  be 
put  on  shore  if  his  disease  requires  it ;  and  it  is  seldom  that 
proper  care  can  be  taken  of  a  seaman  on  board  ship.8 

If  a  seaman  requires  further  medicines  and  medical  advice 
than  the  chest  and  directions  can  give,  and  is  not  sent  ashore, 
it  would  seem  that  the  ship  ought  to  bear  the  expense ;  but 
this  point  has  never  been  decided.b  If  the  medicine-chest  can 
furnish  all  he  needs,  the  ship  is  exempted.6 

HOSPITAL  MONEY. — Every  seaman  must  pay  twenty  cents  a 
month,  out  of  his  wages,  for  hospital  money.  This  goes  to  the 
establishment  and  support  of  hospitals  for  sick  and  disabled 
seamen.d 

RELIEF  IN  FOREIGN  PORTS. — If  a  vessel  is  sold  in  a  foreign 
port  and  her  crew  discharged,  or  if  a  seaman  is  discharged 
with  his  own  consent,  he  can  receive  two  months'  extra  wages 
of  the  consul,  who  must  obtain  it  of  the  master.6  This 
applies  only  to  the  voluntary  sale  of  the  vessel,  and  not  when 
the  sale  is  rendered  necessary  by  shipwreck.  If,  however, 
after  the  disaster  the  vessel  might  have  been  repaired  at  a 
reasonable  expense  and  in  a  reasonable  time,  but  the  owner 
chooses  to  sell,  the  two  months'  pay  is  due.  To  escape  the 
payment,  the  owner  must  show  that  he  was  obliged  to  sell.f 

It  is  also  the  duty  of  the  consuls  to  provide  subsistence  and  a 
passage  to  the  United  States  for  any  American  seamen  found 
destitute  within  their  districts.  The  seamen  must,  if  able,  do 
duty  on  board  the  vessel  in  which  they  are  sent  home,  accord- 
ing to  their  several  abilities ." 

The  crew  of  every  vessel  shall  have  the  fullest  liberty  to 
lay  their  complaints  before  the  consul  or  commercial  agent  in 
any  foreign  port,  and  shall  in  no  respect  be  restrained  or 
hindered  therein  by  the  master  or  any  officer,  unless  sufficient 
and  valid  objection  exist  against  their  landing.  In  which 

»  1  Pet.  Ad.  256,  note.  b  Gilpin,  435.    1  Pet.  Ad.  142,  152,  255. 

c  2  Mason,  541.  d  Act  1798,  ch.  94,  §1. 

c  Act  1803,  ch.  62,  §3.  f  Ware,  485.    Gilpin,  198. 
e  Act  1803,  ch.  62,  §4. 


210  SEAMEN. 

case,  if  any  seaman  desire  to  see  the  consul,  the  master  must 
inform  the  consul  of  it  forthwith;  stating,  in  writing,  the 
reason  why  the  seaman  is  not  permitted  to  land,  and  that  the 
consul  is  desired  to  come  on  board.  Whereupon  the  consul 
must  proceed  on  board  and  inquire  into  the  causes  of  com- 
plaint.4 

PROTECTION. — Every  American  seaman,  upon  applying  to 
the  collector  of  the  port  from  which  he  departs,  and  producing 
proof  of  his  citizenship,  is  entitled  to  a  letter  of  protection. 
The  collector  may  charge  for  this  twenty-five  cents. b 


CHAPTER   X. 

SEAMEN CONTINUED. 

Punishment.    Revolt  and  mutiny.    Embezzlement.    Piracy. 

PUNISHMENT. — As  to  the  right  of  the  master  to  punish  a  sea- 
man by  corporal  chastisement,  imprisonment  on  shore,  con- 
finement on  board,  &c.,  and  the  extent  of  that  right,  and  the 
master's  liability  for  exceeding  it, — the  seaman  is  referred  to 
Chapter  IV.,  "  The  Master's  relation  to  the  Crew,"  title,  "  Im- 
prisonment "  and  "  Punishment."  He  will  there  see  that  the 
master  possesses  this  right  to  a  limited  extent,  and  that  he  is 
strictly  answerable  for  the  abuse  of  it.  Disobedience  of 
orders,  combinations  to  refuse  duty,  ^dishonest  conduct,  per- 
sonal insolence,  and  habitual  negligence  and  backwardness, 
are  all  causes  which  justify  punishment  in  a  greater  or  less 
degree. 

The  contract  which  a  seaman  makes  with  the  master,  is 
not  like  that  of  a  man  who  engages  in  any  service  on  shore. 
It  is  somewhat  military  in  its  nature.0  The  master  has  great 
responsibilities  resting  upon  him,  and  is  entitled  to  instant  and 

a  Act  1840,  ch.  23,  §1.  b  Act  1796,  ch.  36,  §4. 

«  Ware,  86.    3  Wash.  515. 


SEAMEN.  211 

implicit  obedience.  To  ensure  this,  regular  and  somewhat 
strict  discipline  must  be  preserved.  The  master,  also,  cannot 
obtain  assistance  when  at  sea,  as  any  one  can  who  is  in 
authority  upon  land.  He  must  depend  upon  the  habits  of 
faithful  and  respectful  discharge  of  duty  which  his  crew  have 
acquired,  and  if  this  fails,  he  may  resort  to  force.  He  is 
answerable  for  the  safety  of  the  ship,  and  for  the  safe  keeping 
and  delivery  of  valuable  cargoes,  and  in  almost  all  cases  he 
is  the  first  person  to  whom  the  owner  of  the  vessel  and  cargo 
will  look  for  indemnity.  Considering  this,  the  seamen  will  feel 
that  it  is  not  unreasonable  that  the  master  should  have  power 
to  protect  himself  and  all  for  whom  he  acts,  even  by  force  if 
necessary.4  A  good  seaman,  who  is  able  and  willing  to  do  his 
duty  faithfully  and  at  all  times,  and  treats  his  officers  respect- 
fully, will  seldom  be  abused;  and  if  he  is,  the  master  is  liable 
to  him  personally  in  damages,  and  is  also  subject  to  be  indicted 
by  the  government  and  tried  as  a  criminal.  A  seaman  should 
be  warned  against  taking  the  law  into  his  own  hands.  If  the 
treatment  he  receives  is  unjustifiable,  he  should  still  submit 
to  it,  if  possible,  until  the  voyage  is  up,  or  until  he  arrives  at 
some  port  where  he  can  make  complaint.  If  he  is  conscious 
that  he  is  not  to  blame,  and  an  assault  is  made  upon  him. 
unjustifiably  and  with  dangerous  severity,  he  may  defend 
himself;  but  he  should  not  attempt  to  punish  the  offender,  or 
to  inflict  anything  in  the  way  of  retaliation. b 

In  Chapter  VI.,  title,  "  Mates,"  the  reader  will  see  how  far 
any  inferior  officer  of  a  vessel  may  use  force  with  a  seaman. 

REVOLT  AND  MUTINY. — If  any  one  or  more  of  the  crew  of 
an  American  vessel  shall  by  fraud  or  force,  or  by  threats  or 
intimidations,  take  the  command  of  the  vessel  from  the  master 
or  other  commanding  officer,  or  resist  or  prevent  him  in  the 
free  and  lawful  exercise  of  his  authority,  or  transfer  the  com- 
mand to  any  other  person  not  lawfully  entitled  to  it ;  every 
person  so  offending,  and  his  aiders  and  abbettors,  shall  be 
deemed  guilty  of  a  revolt  or  mutiny  and  felony;  and  shall  be 
punished  by  fine  not  exceeding  $2000,  and  by  imprisonment 
and  confinement  to  hard  labor  not  exceeding  ten  years,  ac- 

*  Ware,  219.  b  Do.   3  Wash.  552. 


212  SEAMEN. 

cording  to  the  nature  and  aggravation  of  the  offence.*  And 
if  any  seaman  shall  endeavor  to  commit  a  revolt  or  mutiny, 
or  shall  combine  with  others  on  board  to  make  a  revolt  or 
mutiny,  or  shall  solicit  or  incite  any  of  the  crew  to  disobey  or 
resist  the  lawful  orders  of  the  master  or  other  officer,  or  to 
refuse  or  neglect  their  proper  duty  on  board,  or  shall  assemble 
with  others  in  a  riotous  or  mutinous  manner,  or  shall  unlaw- 
fully confine  the  master  or  other  commanding  officer, — every 
person  committing  any  one  or  more  of  these  offences  shall 
be  imprisoned  not  exceeding  five  years,  or  fined  not  exceeding 
$1000,  or  both,  according  to  the  nature  and  aggravation  of  the 
offence. b 

It  will  be  seen  that  the  first  of  these  laws  applies  only  to 
cases  where  seamen  actually  throw  off  all  authority,  deprive 
the  master  of  his  command,  and  assume  the  control  them- 
selves, which  is  to  make  a  revolt.  The  last  is  designed  to 
punish  endeavors  and  combinations  to  make  a  revolt,  which 
are  not  fully  carried  out. 

Every  little  instance  of  disobedience,  or  insolent  conduct, 
or  even  force  used  against  the  master  or  other  officer,  will  not 
be  held  a  revolt  or  an  endeavor  to  make  a  revolt.  There 
must  be  something  showing  an  intention  to  subvert  the  lawful 
authority  of  the  master.0  It  does  not  excuse  seamen,  how- 
ever, from  this  offence,  that  they  confined  their  refusal  to  one 
particular  portion  of  their  duty.  If  that  duty  was  lawfully 
required  of  them,  it  is  equally  a  subversion  of  authority  as  if 
they  had  refused  all  duty.d 

If  the  crew  interfere  by  force  or  threats  to  prevent  the  inflic- 
tion of  punishment  for  a  gross  offence,  it  is  an  endeavor  to 
commit  a  revolt.6 

To  constitute  the  offence  of  confining  the  master,  it  is  not 
necessary  that  he  should  be  forcibly  secured  in  any  particular 
place,  or  even  that  his  body  should  be  seized  and  held;  any 
act  which  deprives  him  of  his  personal  liberty  in  going  about 
the  ship,  or  prevents  his  doing  his  duty  freely,  (if  done  with 

«  Act  1835,  ch.  313,  §1.        *>  Do.  §2.       c  4  Wash.  528.    1  Pet.  Ad.  178. 
d  4  Mason,  105.  c  1  Sumner,  448. 


SEAMEN.  213 

that  mtention,a)  is  a  confinement.5  So  is  a  threat  of  immedi- 
ate bodily  injury,  if  made  in  such  a  manner  as  would  reason- 
ably intimidate  a  man  of  ordinary  firmness.0 

In  all  these  cases  of  revolt,  mutiny,  endeavors  to  commit  the 
same,  and  confinement  of  the  master,  it  is  to  be  remembered 
that  the  acts  are  excusable  if  done  from  a  sufficient  justify- 
ing cause.  The  master  may  so  conduct  himself  as  to  justify 
the  officers  and  crew  in  placing  restraints  upon  him,  to  prevent 
his  committing  acts  which  might  endanger  the  lives  of  all  the 
persons  on  board.  But  an  excuse  of  this  kind  is  received 
with  great  caution,  and  the  crew  should  be  well  assured  of 
the  necessity  of  such  a  step,  before  taking  it,  since  they  run  a 
great  risk  in  so  interfering.*1 

EMBEZZLEMENT. — If  any  of  the  crew  steal,  or  appropriate, 
or  by  gross  negligence  suffer  to  be  stolen,  any  part  of  the 
cargo,  or  anything  belonging  to  the  ship,  they  are  responsible 
for  the  value  of  everything  stolen  or  appropriated. 

It  is  necessary  that  the  fraud,  connivance,  or  negligence  of 
a  seaman  should  be  proved  against  him,  before  he  can  be 
charged  with  anything  lost  or  stolen ;  and  in  no  case  is  an 
innocent  man  bound  to  contribute  towards  a  loss  occasioned  by 
the  misconduct  of  another.  If,  however,  it  is  clearly  proved 
that  the  whole  crew  were  concerned,  but  one  offender  is  not 
known  more  than  another,  and  the  circumstances  are  such  as 
to  affect  all  the  crew,  each  man  is  to  contribute  to  the  loss, 
unless  he  clears  himself  from  the  suspicion.6 

PIRACY. — If  the  master  or  crew  of  a  vessel  shall,  upon  the 
high  seas,  seize  upon  or  rob  the  master  or  crew  of  another 
vessel ;  or  if  they  shall  run  away  with  the  vessel  committed 
to  their  charge,  or  any  goods  to  the  amount  of  $50 ;  or  volun- 
tarily yield  them  up  to  pirates ;  or  if  the  crew  shall  prevent  the 
master  by  violence  from  fighting  in  the  defence  of  vessel  or 
property;  such  conduct  is  piracy,  and  punishable  with  death/ 

»  4  Wash.  428. 

b  4  Mason,  105.   4  Wash.  548.    1  Simmer,  448.   3  Wash.  525. 

c  Pet.  C.  C.  213.         d  4  Mason,  105.   1  Simmer,  448.  Pet.  C.  C.  118. 

•  1  Mason.  104.   Gilpin,  461. 

*  Act  1790,  ch.  36,  §8;  1820,  ch.  113,  §3. 


214  SEAMEN'S  WAGES. 

It  is  also  piracy,  and  punishable  with  death,  to  be  engaged 
in  any  foreign  country  in  kidnapping  any  negro  or  mulatto,  or 
in  decoying  or  receiving  them  on  board  a  vessel  with  the 
intention  of  making  them  slaves.4 


CHAPTER  XI. 

SEAMEN'S  WAGES. 

Affected  by  desertion  or  absence ; — by  misconduct ; — by  imprisonment ; — by 
capture ; — by  loss  of  vessel  and  interruption  of  voyage.  Wages  on  an 
illegal  voyage.  Wages  affected  by  death  or  disability. 

WAGES  AFFECTED  BY  DESERTION  OR  ABSENCE. — It  has  been 
seen  that  if  a  seaman,  at  the  commencement  of  the  voyage, 
neglects  to  render  himself  on  board  at  the  time  appointed,  and 
an  entry  thereof  is  made  in  the  log-book,  he  forfeits  one  day's 
pay  for  every  hour's  absence ;  and  if  he  shall  wholly  absent 
himself,  so  that  the  ship  is  obliged  to  go  to  sea  without  him, 
he  forfeits  his  advance  and  as  much  more.b  And  if  at  any 
time  during  the  voyage  he  absents  himself  without  leave,  and 
returns  within  forty-eight  hours,  he  forfeits  three  days'  pay  for 
every  day's  absence  ;  but  if  he  is  absent  more  than  forty-eight 
hours,  he  forfeits  all  the  wages  then  due  him,  and  all  his 
clothes  and  goods  on  board  at  the  time.0  These  forfeitures 
cannot  be  exacted  against  the  seaman  unless  there  is  an  entry 
made  in  the  log-book  on  the  same  day  that  he  left,  specifying 
the  name  of  the  seaman,  and  that  he  was  absent  without 
leave  .d 

But  independently  of  these  regulations,  and  without  the 
necessity  of  any  entry,  &c.,  a  seaman  forfeits  his  wages  for 
deserting  the  vessel,  or  absenting  himself  wrongfully  and 
without  leave,  by  the  general  law  of  all  commercial  nations.6 

»  Act  1820,  ch.  113,  §4,  5.  b  Act  1790,  ch.  56,  §2.         c  Do.  §4. 

d  Gilpin,  83,  140,  207.   Ware,  309.  e  Ware,  309. 


SEAMEN'S  WAGES.  216 

If,  however,  the  seaman  is  absent  without  fault  of  his  own,*  or 
if  he  is  obliged  to  desert  by  reason  of  cruel  treatment,  want 
of  food,  or  the  like,  he  does  not  forfeit  his  wages.  But  in  such 
case,  the  seaman  must  prove  that  the  treatment  was  such 
that  he  could  not  remain  without  imminent  danger  to  his  life, 
limbs,  or  health.b  If  the  voyage  for  which  he  shipped  has 
been  abandoned,  or  there  has  been  a  gross  and  unnecessary 
deviation,  he  does  not  forfeit  his  wages  for  leaving  the  vessel ; 
but  then  the  change  of  voyage  must  have  been  actually  deter- 
mined upon  and  known  to  the  seaman.0 

Even  if  the  seaman  shall  have  clearly  deserted  without 
justifiable  cause,  or  absented  himself  more  than  forty-eight 
hours,  yet,  if  he  shall  offer  to  return  and  do  his  duty,  the  master 
must  receive  him,  unless  his  previous  conduct  would  justify  a 
discharge  .d  And  if  he  is  so  received  back,  and  does  his  duty 
faithfully  for  the  rest  of  the  voyage,  the  forfeiture  is  considered 
as  remitted,  and  he  is  entitled  to  his  wages  for  the  whole 
voyage.6  If,  however,  the  owner  has  suffered  any  special 
damage  from  the  wrongful  absence  of  the  seaman,  as,  if  the 
vessel  has  been  detained,  or  a  man  hired  in  his  place,  all  such 
necessary  expenses  may  be  deducted  from  the  wages/ 

A  mere  leaving  of  the  vessel,  though  a  wrongful  absence,  is 
not  a  desertion,  unless  it  is  done  with  the  intention  to  desert.^ 
A  seaman  is  bound  to  load  and  unload  cargo  in  the  course  of 
the  voyage  if  required  of  him,  and  a  refusal  to  do  so  is  a  refu- 
sal of  duty.h  If  the  voyage  is  at  an  end,  according  to  the 
articles,  and  the  vessel  is  safely  moored  at  the  port  of  dis- 
charge, the  seamen  are  still  bound  to  discharge  the  cargo  if  it 
is  required  of  them.  If  they  do  not,  their  refusal  or  neglect 
does  not,  however,  work  a  forfeiture  of  all  their  wages,  but 
only  makes  them  liable  to  a  deduction,  as  compensation  to 
the  owner  for  any  damage  he  may  have  suffered.'  The  cus- 

*  1  Mason,  45.    Bee,  134,  48.    Gilpin,  225. 

»>  1  Pet.  Ad.  186.   Gilpin,  225.   2  Pet.  Ad.  420,  428.   Ware,  83,  91, 109. 

c  Gilpin,  150.   2  Pet.  Ad.  415.  d  1  Sumner,  373. 

«  2  Wash.  272.   Gilpin,  145.    1  Sumner,  373.    1  Pet.  Ad.  160. 

f  Gilpin,  145,  298,  98.  e  I  Sumner,  373.   Ware,  309. 

h  1  Pet.  Ad.  253. 

»  1  Sumner,  373.   Gilpin,  208.    Ware,  454.   2  Hagg.  40. 


216  SEAMEN'S  WAGES. 

torn  in  almost  all  sea-ports  of  the  United  States  is,  to  discharge 
the  crew,  and  not  to  require  them  to  unload  cargo  at  the  end 
of  the  voyage.  This  custom  is  so  strong  that  if  the  owner  or 
master  wishes  to  retain  the  crew,  he  must  give  them  notice  to 
that  effect.  Unless  the  crew  are  distinctly  told  that  they  must 
remain  and  discharge  cargo,  they  may  leave  the  vessel  as  soon 
as  she  is  safely  moored,  or  made  fast.  If  they  are  required  to 
remain  and  discharge  cargo,  they  make  themselves  liable  to  a 
deduction  from  their  wages  for  a  neglect  or  refusal,  but  do  not 
forfeit  them.a  The  seaman  must  bear  in  mind,  however,  that 
this  is  only  when  the  voyage  is  at  an  end,  and  the  ship  is  at 
the  final  port  of  discharge.  If  he  refuses  to  load  or  unload 
at  any  port  in  the  course  of  the  voyage,  and  before  it  is  up, 
according  to  the  articles,  he  does  so  at  the  risk  of  forfeiting  all 
his  wages. b 

The  master  and  owners  of  a  vessel  are  allowed  ten  days 
after  the  voyage  is  up,  before  a  suit  can  be  brought  against 
them  for  the  wages  of  the  crew.0  This  is  in  order  to  give 
them  time  to  settle  all  accounts  and  discover  delinquencies. 
If  the  crew  are  retained  to  unload,  then  the  ten  days  begin  to 
run  from  the  time  the  vessel  is  completely  unloaded.  But  if 
the  crew  are  not  retained  for  this  purpose,  but  are  discharged 
and  allowed  to  leave  the  vessel,  then  the  ten  days  begin  to 
run  from  the  day  they  are  discharged .d 

WAGES  AFFECTED  BY  MISCONDUCT. — A  seaman  may  forfeit 
his  wages  by  gross  misconduct ;  and  if  not  forfeited,  he  may 
be  liable  to  have  a  deduction  made  from  them,  for  any  damage 
caused  to  the  owner  by  such  misconduct.  To  create  a  forfeit- 
ure, his  misbehavior  must  be  gross  and  aggravated.6  A  single 
act  of  disobedience,  or  a  single  neglect  of  duty,  will  not  deprive 
him  of  his  wages/  A  refusal  to  do  duty  in  a  moment  of  high 
excitement  caused  by  punishment  will  not  forfeit  wages,  un- 
less followed  by  obstinate  perseverance  in  such  refusal.^ 
Where  drunkenness  is  habitual  and  gross,  so  as  to  create  a 
general  incapacity  to  perform  duty,  it  is  a  ground  of  forfeiture 

*  1  Sumner,  373.    Gilpin,  208.  b  1  Pet.  Ad.  253. 

c  Act  1790,  ch.  56,  §6. 

d  1  Pet.  Ad.  165,  210.   Ware,  458.  Dunl.  Ad.  Pr.  99. 

e  4  Mason,  84.    Bee,  148.  f  4  Mason,  84.  £  Do. 


SEAMEN'S  WAGES  217 

of  wages.  But  occasional  acts  of  drunkenness,  if  the  seaman 
in  other  respects  performs  his  duty,  will  not  deprive  him  of 
his  wages.*  In  this,  as  in  all  cases  of  neglect,  disobedience, 
or  wilful  misconduct,  which  do  not  create  a  forfeiture,  a  deduc 
tion  may  be  made  if  the  owner  has  suffered  any  loss.b 

In  one  instance  a  forfeiture  of  one  half  of  a  seaman's  wages 
was  decreed,  in  consequence  of  his  striking  the  master.  He 
did  not  forfeit  the  whole,  because  he  had  been  otherwise  pun- 
ished.0 

If  the  seaman  is  imprisoned  for  misconduct,  he  does  not  for- 
feit the  wages  that  accrued  during  his  confinement,  nor,  what 
amounts  to  the  same  thing,  is  he  bound  to  pay  those  of  a 
person  hired  in  his  place  during  his  imprisonment.11 

If  the  crime  of  a  seaman  is  against  the  laws  of  the  United 
States,  and  too  great  for  the  master's  authority  to  punish,  he 
must  be  confined  and  brought  home  to  trial.  But  this  does 
not  forfeit  his  wages,  though  any  loss  or  damage  to  the  owner 
may  be  deducted.6 

In  all  cases  of  forfeiture  of  wages  for  misconduct,  it  is  only 
the  wages  due  at  the  time  of  the  misconduct  that  are  lost. 
The  wages  subsequently  earned  are  not  affected  by  any  pre- 
vious misbehavior/ 

If  a  seaman  or  officer  is  evidently  incapable  of  doing  the 
duty  he  shipped  for,  he  may  be  put  upon  other  duty,  and  a 
reasonable  deduction  may  be  made  from  his  wages.° 

WAGES  AFFECTED  BY  IMPRISONMENT. — If  a  seaman  is  im- 
prisoned by  a  warrant  from  a  judge  or  justice  of  the  peace, 
within  the  limits  of  the  United  States,  for  desertion  or  refusal 
to  render  himself  on  board,  he  is  liable  to  pay  the  cost  of  his 
commitment  and  support  in  jail,  as  well  as  the  wages  of  any 
person  hired  in  his  place. h  So,  if  a  seaman  is  imprisoned  in 
a  foreign  port  by  the  authorities  of  the  place  for  a  breach  of 
their  laws,  the  costs  and  loss  to  the  owner  may  be  deducted 
from  his  wages;  but  not  so  if  he  is  imprisoned  at  the  request 

»  2  Haj£g.  2.    4  Mason,  541. 

*4  Mason,  541.  1  Simmer,  384.  Bee,  237.  2  Hagg.  420.  Gilpin,  140. 
1  Pet.  Ad.  168. 

c  B«M\  184.  <i  Gilpin,  83,  140,  33.    Ware,  9.         e  1  Pet.  Ad.  168. 

f  4  MaM»n,  84.          e  Waie,  109.  h  Gilpin,  223. 

19 


218  SEAMEN'S  WAGES. 

of  the  master. a  The  right  of  the  master  to  imprison  at  all  is 
a  doubtful  one,  and  dangerous  of  exercise ;  and  if  he  does 
resort  to  it,  he  can  never  charge  the  expenses  to  the  seamen, 
nor  deduct  their  wages  during  imprisonment.13 

WAGES  AFFECTED  BY  CAPTURE. — If  a  neutral  ship  is  cap- 
tured, it  is  the  right  and  duty  of  the  seamen  to  remain  by  the 
vessel  until  the  case  is  finally  settled.0  If  she  is  liberated, 
they  are  then  entitled  to  their  wages  for  the  whole  voyage  j 
and  if  freight  is  decreed,  they  are  entitled  to  their  wages  for  a& 
much  of  the  voyage  as  freight  is  given. d  And  if  at  any  future 
time  the  owners  recover  the  vessel,  or  her  value,  upon  appeal 
or  by  treaty,  they  are  liable  for  wages.6  In  order  to  secure 
his  wages  in  these  cases,  the  seaman  must  remain  by  the  ves- 
sel until  her  sale  or  condemnation,  and  the  master  cannot  oblige 
him  to  take  his  discharge/  The  condemnation  or  sale  of  the 
vessel  puts  an  end  to  his  contract.  If  he  leaves  before  the 
condemnation  or  sale,  with  the  master's  consent,  he  does  not 
lose  his  chance  of  recovering  his  wages.'  Even  if  the  vessel 
is  condemned,  and  the  owner  never  recovers  the  vessel  or  its 
value,  yet  the  seaman  is  entitled  to  his  wages  up  to  the  last 
port  of  delivery,  and  for  half  the  time  she  lay  there.h 

WAGES  AFFECTED  BY  Loss  OF  VESSEL  OR  INTERRUPTION  OP 
VOYAGE. — If  a  vessel  meets  with  a  disaster,  it  is  the  duty  of 
the  crew  to  remain  by  her  so  long  as  they  can  do  it  with 
safety,  and  to  exert  themselves  to  the  utmost  of  their  ability  to 
save  as  much  as  possible  of  the  vessel  and  cargo.1  If  they 
abandon  the  vessel  unnecessarily,  they  forfeit  all  their  wages; 
and  if  their  leaving  was  necessary  and  justifiable,  yet  they  lose 
their  wages  except  up  to  the  last  port  of  delivery  and  for  half 
the  time  the  vessel  was  lying  there,  or  for  so  long  as  she  was 
engaged  with  the  outward  cargo. k  This  rule  may  seem  hard, 
but  its  object  is  to  secure  the  services  of  the  crew  in  case  of 
a  disaster.  If  by  their  exertions  any  parts  of  the  vessel  or 
cargo  are  saved,  they  are  entitled  to  wages,  and  an  extra  sum 

»  Gilpin,  223.  *>  Ware,  19,  503.    Gilpin,  83,  233. 

«  2  Sumner,  443.    1  Pet,  Ad.  128.  d  2  Gall.  178.    2  Sumner,  443. 

•  3  Mason,  161.  f  1   Mason,  45. 

S  1  Mason,  45.  h  1  Pet.  Ad.  203. 

Ware,  49.    1  Pet.  204.  k  Pet.  C.  C.  182.   3  Sumner,  286. 


SEAMEN'S  WAGES.  219 

fox  salvage.1  If  the  vessel  is  abandoned  and  nothing  is  saved, 
they  lose  their  wages,  except  up  to  the  last  port  of  delivery 
and  for  half  the  time  the  vessel  was  lying  there. b 

The  general  rule  is,  that  a  seaman's  wages  are  secure  to 
him  whenever  the  vessel  has  earned  any  freight,  whatever 
may  afterwards  happen.  And  a  vessel  earns  freight  at  every 
port  where  she  delivers  any  cargo.  For  the  benefit  of  seamen 
a  vessel  is  held  to  earn  freight  whenever  she  goes  to  a  port 
under  a  contract  for  freight,  though  she  go  in  ballast.0  A 
seaman  also  secures  his  wages  wherever  the  ship  might  have 
earned  freight  but  for  the  agreement  or  other  act  of  the  ,owner.d 
If  a  vessel  is  on  a  trading  voyage  from  port  to  port,  and  is  lost 
on  the  homeward  passage,  wages  would  probably  be  allowed 
for  the  outward  passage,  and  for  half  the  time  she  was  engaged 
in  trading  with  the  old  or  new  cargoes;  the  trading  and 
going  from  port  to  port  being  considered  the  same  as  though 
she  had  been  lying  in  port  all  the  time,  and  discharging  and 
receiving  cargo.  Or  else,  wages  would  be  given  up  to  the  last 
port  at  which  she  took  in  any  return  cargo,  and  for  half  the  time 
she  was  lying  there.6 

These  rules  apply  only  to  cases  where  the  voyage  is  broken 
up  by  inevitable  accidents,  as  by  perils  of  the  seas,  capture, 
war  or  superior  force.  If  the  voyage  is  broken  up  by  the 
fault  of  the  seamen,  they  lose  all  their  wages.  If,  on  the 
other  hand,  the  seamen  are  compelled  to  leave,  or  the  voyage 
is  broken  up  by  the  fault  of  the  master  or  owner,  as  by  cruel 
treatment,  want  of  provisions,  or  the  like,  the  crew  would  be 
justly  entitled  to  wages  for  the  whole  voyage  contracted  for. 
If  the  vessel  is  sold,  or  the  voyage  altered  or  abandoned  by  the 
master  or  owner,  not  from  inevitable  necessity,  but  for  their 
own  interest  and  convenience,  then  the  crew  are  entitled,  by 
statute,  to  wages  for  all  the  time  they  were  on  board,  and  two 
months'  extra  pay/  And,  by  the  general  law,  they  would 
always  receive  some  extra  wages  as  a  compensation  for  the 
loss  ol  tne  voyage,  and  as  a  means  of  supporting  themselves 

»  Ware,  49.     Gilpin,  79.     2  Mason,  319.     1  Hagg.  227. 

t>  2  Mason,  329.     1  Pet.  Ad.  204,  130;  2  do.  391.     11  Mass.  545. 

c  2  Mason,  319.     1  Pet.  Ad.  207. 

*  3  S'imner,  286.     2  Mason,  319.     2  Hagg.  158. 

*  Pet.  C.  C,  182.     2  Pet.  Ad.  390.  f  Act  1803,  ch.  62,  §3. 


220  SEAMEN. 

and  procuring  a  passage  home ;  or,  perhaps,  full  wage?  for 
the  voyage. a 

WAGES  ON  AN  ILLEGAL  VOYAGE. — A  seaman  has  no  remedy 
for  his  wages  upon  an  illegal  voyage ;  as,  for  instance,  in  the 
slave  trade.5  Wages  have,  however,  been  allowed,  where  it 
was  proved  that  the  seaman  was  innocent  of  all  knowledge  of, 
or  participation  in,  the  illegal  voyage.0 

WAGES  AFFECTED  BY  DEATH  OR  DISABILITY. — If  a  seaman 
dies  during  the  voyage,  wages  are  to  he  paid  up  to  the  time  of 
his  death. d  A  seaman  is  entitled  to  all  his  wages  during  sick- 
ness, and  during  any  time  he  was  disabled  from  performing 
duty.  But  if  his  sickness  or  disability  is  brought  on  by  his 
own  fault,  as  by  vice  or  wilful  misconduct,  a  deduction  may 
be  made  for  the  loss  of  his  services.6  So,  where  the  death  of 
a  seaman  was  caused  by  his  own  unjustifiable  and  wrongful 
acts,  his  wages  were  held  forfeited/  If  a  seaman,  at  the  time 
he  ships,  is  laboring  under  a  disease  which  incapacitates  or  is 
likely  to  incapacitate  him  during  the  voyage,  and  he  conceals 
the  same,  no  wages  will  be  allowed  him,  or  a  deduction  will 
be  made  from  them,  according  to  the  nature  of  the  case.»  If, 
in  consequence  of  sickness,  a  seaman  is  left  at  a  foreign  port, 
fte  is  still  entitled  to  wages  for  the  whole  voyage.h 


CHAPTER    XII. 

SEAMEN CONCLUDED. 

Recovery  of  wages.     Interest  on  wages.     Salvage. 

RECOVERY  OF  WAGES. — A  seaman  has  a  threefold  remedy  for 
nis  wages :  first,  against  the  master ;  secondly,  against  the 
owners;  and,  thirdly,  against  the  ship  itself  and  the  freight 

a  2  Pet.  Ad.  264.     Bee,  48.     2  Gall.  182.     3  Johns.  R.  518. 

b  9  Wheat.  409.     6  Rob.  207.     2  Mason,  58,     Edw.  35. 

c  9  Wheat.  409.  d  Bee,  254,  441. 

e  1  Pet.  Ad.  142,  138.  f  Do.  142. 

s  2  Pet.  Ad.  263.  h  Bee,  414.     2  Gall.  46.     1  Pet.  Ad.  117. 


SEAMEN.  221 

earned. a  He  may  pursue  any  one  of  these,  or  he  may  pursue 
them  all  at  the  same  time  in  courts  of  admiralty.  He  has 
what  is  called  a  lien  upon  the  ship  for  his  wages ;  that  is, 
he  has  a  right,  at  any  time,  to  seize  the  vessel  by  a  process  of 
law,  and  retain  it  until  his  claim  is  paid,  or  otherwise  decided 
upon  by  the  court.  «This  lien  does  not  cease  upon  the  sailing 
of  the  ship  on  another  voyage ;  and  the  vessel  may  be  taken 
notwithstanding  there  is  a  new  master  and  different  owners. b 
A  seaman  does  not  lose  his  lien  upon  the  ship  by  lapse  of  time. 
He  may  take  the  ship  whenever  he  finds  her;  though  he 
must  not  allow  a  long  time  to  elapse  if  he  has  had  any  oppor- 
tunity of  enforcing  his  claim,  lest  it  should  be  considered  a 
stale  demand.  In  common  law  courts  a  suit  cannot  be  brought 
for  wages  after  six  years  have  expired  since  they  became  due. 
This  is  not  the  case  in  courts  of  admiralty  .c 

The  lien  of  the  seaman  for  wages  takes  precedence  of  every 
other  lien  or  claim  upon  the  vessel.d  The  seaman's  wages 
must  be  first  paid,  even  if  they  take  up  the  whole  value  of  the 
ship  or  freight.  The  wreck  of  a  ship  is  bound  for  the  wages, 
•ind  the  rule  in  admiralty  is,  that  a  seaman's  claim  on  the 
ship  is  good  so  long  as  there  is  a  plank  of  her  left.6  If,  after 
capture  and  condemnation,  the  ship  itself  is  not  restored,  but 
the  owners  are  indemnified  in  money,  the  seaman's  lien  at- 
taches to  such  proceeds/ 

Besides  this  lien  upon  the  ship,  the  seaman  has  also  a  lien 
upon  the  freight  earned,  and  upon  the  cargo.s  He  may  also 
sue  the  owner  or  master,  or  both,  personally.  They  are,  how- 
ever, answerabie  personally  only  for  the  wages  earned  while 
the  ship  was  in  their  own  hands. h  But  a  suit  maybe  brought 
against  the  ship  after  she  has  changed  owners.1 

A  seaman  does  not  lose  his  lien  upon  the  vessel  by  taking 
an  order  upon  the  owner.k 

After  a  vessel  is  abandoned  to  the  underwriters,  they  become 

*  Bee,  254.     2  Sumner,  443.     2  Gall.  398. 

*  2  Sumner,  443.     5  Pet.  R.  675.- 

«  2  Gall.  477.    Paine  C.  C.  180.     3  Mason,  91.        d  Ware,  134,  41. 

*  'J  Vvner,  50.     1  Ware,  41.  *  5  pet.  R.  675. 

<  Ware,  134.     5  Pet.  R.  675.      h  11  Johns.  72.    6  Mass.  300 ;  8  do.  433. 
'  5  Pet.  R.  675.     2  Sumner,  443.  k  Ware,  185. 

19* 


222  SEAMEN. 

liable  for  the  seamen's  wages,  from  the  time  of  the  abandon- 
ment.* 

If,  at  the  end  of  the  voyage,  the  crew  are  discharged  and 
not  retained  to  unload,  their  wages  are  due  immediately ; b  hut 
they  cannot  sue  in  admiralty  until  ten  days  after  the  day  of 
discharge.0  If  they  are  retained  to  unload,  then  the  owner  is 
allowed  ten  days  from  the  time  the  cargo  is  fully  discharged. 
If,  however,  the  vessel  is  about  to  proceed  to  sea  before  the 
ten  days  will  elapse,  or  before  the  cargo  will  be  unloaded,  the 
seaman  may  attach  the  vessel  immediately .d  If  the  owner 
retains  his  crew  while  the  cargo  is  unloading,  he  must  unload 
it  within  a  reasonable  time.  Fifteen  working  days  has  fre- 
quently been  held  a  reasonable  time  for  unloading,  and  the 
ten  days  have  been  allowed  to  run  from  that  time.6 

The  longest  time  allowed  by  law  for  unloading  vessels  is 
twenty  days,  if  over  300  tons,  and  ten  days,  if  under  that  ton- 
nage. Probably  seamen  would  not  be  held  bound  to  the  vessel 
for  a  longer  time  than  is  thus  allowed  by  law  for  unloading. 

INTEREST  ON  WAGES. — In  suits  for  seamen's  wages,  interest 
is  allowed  from  the  time  of  the  demand ;  and  if  no  demand  is 
proved,  then  from  the  time  of  the  commencement  of  the  suit/ 

SALVAGE. — If  a  vessel  is  picked  up  at  sea  abandoned,  or  in 
distress,  and  any  of  the  crew  of  the  vessel  which  falls  in  with 
her  go  on  board,  and  are  the  means  of  saving  her,  or  of  bring- 
ing her  into  port,  they  are  entitled  to  salvage.*  In  this  case, 
all  the  crew  who  are  ready  and  willing  to  engage  in  the  ser- 
vice are  entitled  to  a  share  of  the  reward,  although  they  may 
not  have  gone  on  board  the  wreck. h  The  reason  is,  that  where 
all  are  ready  to  go,  and  a  selection  is  made,  there  would  be 
injustice  and  favoritism  in  allowing  any  one  the  privilege  more 
than  another.  Besides,  those  who  remain  have  an  extra  duty 
to  perform  in  consequence  of  the  others  having  gone  on. board 
the  wreck.1 

a  4  Mason,  196. 

t>  Ware,  458.     Dunl.  Ad.  Pr.  99.     1  Pet.  Ad  165,  210. 

c  Act  1790,  ch.  56,  §6.  d  Do. 

*  1  Pet.  Ad.  165.     Abb.  Shipp.  456,  n.  f  2  Gall.  45. 

s  Ware,  477.     1  Pet.  Ad.  306.  h  Ware,  477.     2  Pet.  Ad.  2Si, 

«2Dodson,  132. 


SEAMEN.  223 

Crews  are  not  ordinarily  entitled  to  salvage  for  services 
performed  on  board  their  own  vessel,  whatever  may  have  been 
their  perils  or  hardships,  or  the  gallantry  of  their  services  in 
saving  ship  and  cargo ; a  for  some  degree  of  extra  exertion  to 
meet  perils  and  accidents,  is  within  the  scope  of  a  seaman's 
duty.  In  case  of  shipwreck,  however,  where,  by  the  general 
law,  wages  are  forfeited,  the  court  will  allow  salvage,  con- 
sidering it  as  in  the  nature  of  wages  due.  In  one  instance 
salvage  was  refused  to  a  part  of  a  crew  who  rescued  the  ship 
from  the  rest  who  had  mutinied ;  for  this  was  held  to  be  no 
more  than  their  duty.b 

Yet  seamen  may  entitle  themselves  to  salvage  for  services 
performed  on  board  their  own  vessel,  if  clearly  beyond  the 
line  of  their  regular  duty ;  as,  when  the  crew  rise  and  rescue 
the  vessel  from  the  enemy  after  she  has  been  taken.0  So, 
where  a  ship  was  abandoned  at  sea,  and  one  or  two  men  vol- 
untarily remained  behind,  and  by  great  exertions  brought  her 
into  port.d  If  an  apprentice  is  a  salvor,  he,  and  not  his  master, 
is  entitled  to  the  salvage.6  If  one  set  of  men  go  on  board  a 
wreck,  but  fall  into  distress  and  are  relieved  by  others,  they 
do  not  lose  their  claim  for  salvage,  but  each  set  of  salvors 
shares  according  to  the  merit  of  its  services.  If  the  second 
set  take  advantage  of  the  necessity  and  distress  of  the  first 
salvors  to  impose  terms  upon  them,  as,  that  they  shall  give 
up  all  claim  for  salvage,  such  conditions  will  not  be  regarded 
by  the  court/ 

*  10  Pet.  R.  108.     1  Hagg.  227.  b  2  Dods.  14. 

c  1  Pet.  Ad.  306.  d  2  Cr.  240.     1  Pet.  Ad.  48. 

•  2  Cr.  240.     2  Pet.  AtL.  2S2.  f  1  Sunnier,  400. 


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